“Hotly anticipated” is an oft-overused phrase, but I honestly can’t remember a time I’ve been so jazzed to get behind the wheel of a new car. The Renault 5 E-Tech Electric, to give it its full name, was first conceptualized in 2021 as a modern take on the French firm’s hatch for the people. Some American readers may remember it as the Le Car, if they remember it at all, or enthusiasts may recall the fire-breathing Renault 5 Turbo instead.
In any case, Renault’s original hatchback became an icon that mixed affordability with practicality and smart looks. The ICE car was on sale for nearly a quarter of a century, and was seemingly everywhere on European roads. Bringing it back—and now only as an electric car—is hitting a lot of people over here right in the feels.
We’ve seen, er, mixed results with that approach here before, most recently with the relaunched Ford Capri. So does the Renault 5’s electric rebirth hold up any better?
I’m pleased to give you a two-word answer: hell yes.
What Is It?
A city car for the masses, but one that looks to the past. While Renault is a touch late to the retro game—Mini, Fiat, and others have been at that for decades— the concept car turned a lot of heads when it broke cover. Rose-tinted glasses are one thing, but the small EV market at the time wasn’t exactly inspiring, and Renault gave people something to look forward to.
A familiar look, a new platform, and a keen price point means it’s one of the most talked about new cars of the year, but if it’s naff to drive it could be a major blow for people wanting to switch away from ICE.
What Are The Specs?
It’s keenly priced, kicking off at £22,995 ($29,800) in the UK. Like the original, it isn’t being pitched as an aspirational vehicle, but something for everyone. There are two battery options to choose from, each sending power to a single motor powering the front wheels.
The entry-level 5 gets a 40kWh battery with 120 horsepower and 166 lb-ft of torque with a range of 192 miles or 310 kilometers (on Europe’s WLTP cycle) or there’s a longer range 52 kWh battery good for 150 hp and 181 lb-ft of torque that’ll get you 252 miles, aka 405 km.
The smaller battery car will get from 0-62mph in 9.0 seconds, while the bigger one can hit the same mark in 7.9. Both top out at 93 mph (150 km/h), which is higher than every European speed limit bar save for Germany’s limitless autobahns, so it’s more than adequate. When it comes to charging, the 40 kWh car can accept 80 kW fast-charging, getting you from 15-80% in 31 minutes, while the 52 kWh car will take 100 kW and leap from 15-80% SOC in 30 minutes. Neither charging speed is particularly mind-blowing, but bear in mind that this is more of an affordable city car and not a hardcore road-tripper.
It’s quite big compared to the original car, though that’s not a huge surprise given that if you crash the new one you won’t become one with the A-Pillar and the steering wheel won’t bury itself in your solar plexus. (This sort of outcome is frowned upon these days.)
That doesn’t mean there’s big car space in there, though—the trunk has 11 cubic feet of room with the seats up, and 39 with them down. Enough for a weekly shop, or a potter around town, but four up with the associate luggage might be tricky.
How Does It Drive?
I was playing in the 52kWh car in Techno trim. That’s the middle-of-the-range spec, but one that can come in the good colors (the top trim can’t come in green with a contrast roof, nor does it get the slickest wheels, for example.)
Weighing in at 3,219 lbs, it’s almost a featherweight by EV standards. Mix that with respectable power and it’s awfully fun to zip around town in. The acceleration isn’t going to snap your head back, which, in a world of billion-horsepower startups claiming they’re the fastest/most powerful/best/whatever that’s rather refreshing.
There are four drive modes selectable via a “multi-sense” button on the steering wheel. They give you the choice of Comfort, Sport, Eco, and Perso (Renault-ese for “individual.”) They change the steering weight, powertrain ferocity, and various other bits. Eco is fine for slow-town driving. It doesn’t feel super perky, but when traffic is running at max 11mph that doesn’t matter. Comfort will do for 99% of the time. The steering’s well-weighted, throttle response is keen, and it all feels rather jolly. Of course, Sport will perk the whole thing up, and is a good giggle on a wibbly road, but for pootling around town… you don’t really need it.
In town is probably where the Renault 5 is going to spend most of its life. It’s just about the right size to fit in the city, the controls are light enough that tight turns are easy on the arms, its comparatively modest power means you won’t get into trouble too easily, and the WLTP range will easily keep you going for a week of commuting without having to recharge—at least in theory.
On the highway, it’s smooth, quiet, and comfortable. Its suspension can, over rough surfaces, feed some interesting vibrations through your bottom, but for the sort of money Renault’s charging you can’t expect to ride on marshmallows.
If you want to push things and play with Sport mode, you’ll find yourself sensibly chuckling fairly quickly. You can push on at a pleasing pace, its steering in its heaviest setting feels suitably meaty. If you apply too much throttle as you leave a corner the car’ll understeer a touch, but its lowish power and weight work well if you want to play. Its weight does make itself known if you press on, and the ride can feel a touch buzzy on rough surfaces. A hot hatch it’s not, but it’s fun when you want it to be.
What’s Good?
Renault’s done a marvelous job with the interior. Where it could have easily kept things screen-heavy and simple to keep costs low, there are lumps, bumps, and interesting things all over the cabin. It steers into a pleasingly retro skid, and while, yes, plenty of things are controlled via a 10.1-inch touch screen, the Google-based, CarPlay and Android Auto-equipped infotainment is a breeze to use.
The handling is up there when it comes to small cars. It’s fun, perky, and puts a smile on your face. In youth terms - it’s vibey in the best possible way. And affordable price point helps immensely. Buyers don’t have to look to bland boxes to get their kicks anymore.
What’s Bad?
On a 50-degree F (10 degrees C) day, and with some mixed driving, the Renault said it was managing 3.1 miles per kWh, which (with a bit of math) means the 52 kWh battery would go a little over 161 miles on a charge. That’s… quite a bit short of the claimed 252 miles, but cold weather in London will do that. Had the conditions been more clement, or I solely nursed it around slow roads I’m sure it would have managed more, but that’s still a hell of a drop.
The A-pillars are on the thick side as well, which can make seeing out of junctions a bit tricky if things get super tight. While it’s a small car by EV (and US) standards, it still dwarfs plenty of things. Don’t go expecting to thread it through the tiniest gaps in the land.
How Is It As An EV?
Exactly what it needs to be. Ok, the max charge speed isn’t lightning quick, but it’s a car that knows what it’s for—city use, shortish trips, the kinda jam. Its brake regen is subtle, so when you’re pootling about town you don’t end up being dragged down the speedo aggressively.
The real-world efficiency was a bit of a surprise, but it wasn’t so woeful you should go running to your nearest Renault dealer with angry placards. Europe isn’t on the NACS train, so it uses the Type-2 connectors instead.
If you’re an EV stalwart you won’t find anything out of the ordinary, but first-time buyers won’t feel as though they’re losing any ‘car’ either.
Early Verdict
The new Renault 5 is a wonderful little thing, all told. It’s best suited to the city, at least when it’s chilly, and its slowish charging means longer journeys may require a bit more commitment than some may be willing to put in. It’s not just a good EV, but it’s a good car full stop. The price isn’t even bad, either.
The hype is real, and the hype is bang-on.
Gallery: 2025 Renault 5 E-Tech
Alex Goy is a freelance journalist based in London. He likes British sports cars, tea, and the feeling of the mild peril that only owning a British sports car can bring to your day.
