One would think that Europe has enough small SUVs to satisfy the growing demand, but every once in a while, a new addition to the segment proves there’s always room for one more. A fitting example is the Renault 4 E-Tech, an EV-only alternative to the Clio-based Captur with a retro-modern design and Renault 5 E-Tech underpinnings.

A few months after we drove the R5 hatchback, we got the keys to the R4 crossover which – unlike what the numbers may suggest – is a larger and more practical offering.

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Our press car is the mid-spec Techno trim, slotting right in between the entry-level Evolution and the flagship Iconic. Besides the standard Renault 4 E-Tech, the company is also offering a Plein Sud variant with a retractable fabric top creating an open-air feeling.

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But let’s start with the basics. The original R4 was introduced in 1961 as the first front-wheel-drive passenger car by Renault. The 4L was designed to serve families and workers, and ended up selling 8.13 million units over its 33-year production run, becoming one of the most successful French vehicles in history.

Modern Revival With A Twist

Fast forward to the present, Renault has infused the spirit of the classic estate/hatchback into a modern electric crossover. The production version debuted in 2025, following the rugged Renault 4ever Trophy concept from 2022.

Of course, 64 years of evolution brought big changes to the technology and the footprint, with the R4 E-Tech being almost half a meter longer compared to its predecessor. Still, the EV remains on the smaller side of Europe’s B-SUV segment measuring 4,144 mm (163.2 in) long. When compared to the R5, the R4 is 222 mm (8.7 in) longer, with 84 mm (3.3 in) of the extra length between the axles.

Photos and Videos: Thanos Pappas/Carscoops

Despite the bump in dimensions and the jump into crossover territory, Renault designers managed to seamlessly integrate multiple styling references to the original. The R4 might not be as attractive as the R5, but it still turns heads on the road thanks to its retro yet fresh appearance.

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Highlights include the tastefully illuminated grille integrating the semi-circular LED headlights, the protective cladding on the bumpers, the squared-off wheel arches, the sculpted lines on the profile, and the signature greenhouse. The pill-shaped LED taillights and black roof are reminiscent of the previous-gen Mini Countryman, but some of these features were taken from the classic 4L.

Modern Interior Design

Moving inside, the dashboard and and digital cockpit are carried over from the Renault 5 E-Tech. While the upper and lower sections are dominated by hard plastics, the fabric inserts on the dashboard and the door cards help improve the perceived quality.

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The 10.1-inch infotainment display sits right in your face, but thankfully there’s a power button so you can switch it off when you’re driving at night. The Google-powered OpenR software is easy to use and responsive, although I did encounter a few Android Auto bugs during my time with it. The “Reno” AI assistant is also a bit annoying, popping up at random times.

Minor ergonomic issues include the volume buttons which are mounted on the top of the screen, even though there is a dedicated media stalk behind the steering wheel. Another thing that needs time to get used to is the position of the column-mounted gear selector, creating a stalk-heavy setup. On the bright side, the physical controls on the center console are a wonderful touch, giving you immediate access to the climate settings.

Space And Equipment

The real advantage of the R4 over the R5 lies in passenger accommodation thanks to the longer wheelbase and the taller roofline. Rear-seat headroom is generous and knee room is adequate, while the rear bench can accommodate three adults for short trips.

The 420 lt (14.8 cubic feet) boot is large enough for a vehicle of its size, although it would be nice to have a dedicated compartment for the charging cables since the electric motor occupies all of the space under the hood.

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I was also impressed with the standard equipment. Our mid-spec Techno trim comes with 18-inch alloy wheels, roof rails, the digital cockpit, a six speaker audio system, a wireless charging pad, four USB-C outlets, auto climate control, a hands-free tailgate, auto-folding mirrors, Multi-Sense drive modes, and a comprehensive ADAS suite with auto parking.

The only reason to upgrade to the flagship Iconic is if you really need the heated steering wheel and heated seats with a massaging function for the driver and synthetic leather upholstery. And the only important omission from entire lineup is rear climate vents, although this is common amongst B-SUVs.

Superb Road Manners

Believe it or not, the greatest strength of the R4 E-Tech is how it drives. The EV-dedicated AmpR Small architecture is a lot more sophisticated than its size suggests. The superb suspension setup with a standard multi-link rear axle is only slightly softer than the R5, enough to make it a bit more comfortable without loosing its sharpness.

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On B-roads, the R4 drives like more like a hatchback than a crossover, keeping its composure in the corners with almost no body roll. At full throttle and in slippery conditions the FWD setup might struggle to put the power on the road, causing torque steer. The steering might not be as communicative as in the Ford Puma, but it is quick and direct. In the Sport mode, it gets a slightly more weighted feel, making the driving experience more enjoyable than your average EV.

At the same time, the R4 offers a refined and quiet ride on the highway, while being zippy and agile in urban environments. Thankfully, Renault listened to our feedback and added a One Pedal drive function making life easier in everyday traffic.

Our press car featured the flagship powertrain with a front-mounted electric motor producing 148 hp (110 kW / 150 PS), accelerating from 0-100 km/h (0-62 mph) in 8.2 seconds.

In reality, the R4 feels a lot faster than the number suggests, especially within the 40-120 km/h (25-75 mph) threshold. The Sport mode unlocks full power, the Comfort is slightly smoother in its response, while the Eco significantly limits the output for the sake of efficiency making it perfect for the city.

In terms of range, the R4 E-Tech with the 52 kWh battery can easily exceed 400 km (250 miles) in suburban and city traffic, meaning that the average driver will be charging it less often than once per week. However, if you are constantly driving at highway speeds, real-world range drops closer to 250-280 km (155-186 miles). Thankfully, the battery can replenish 15-80% of its energy in roughly half an hour when connected to a 100 kW DC charger. In my case, I only had to stop for 10-15 minutes to complete a 260 km (160-mile) journey.

For buyers seeking a lower price point, Renault also offers a cheaper version with a 40 kWh battery offering a 310 km (193 mile) range, and a 118 hp (88 kW / 120 PS) electric motor. By the end of the year, the lineup will grow further with an entry-level Jogging variant featuring an even smaller 37 kWh battery, 305 km (190 miles) of range, and an 107 hp (80 kW / 110 PS) electric motor.

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Still, based on my experience with the 52 kWh battery, I wouldn’t recommend opting for the smaller units if you intend to use the R4 as a family hauler or outside the city walls. Fortunately, the 2027 model year updates have increased the range of the flagship variant to 415 km (256 miles). Overall, I believe that the R4 would still benefit from the addition of a longer-range battery option later in the product cycle.

As for a potential dual-motor AWD option like the one offered by the rival Kia EV3, it would certainly make the R4 more suitable for all-weather adventures, although there’s no indication there will ever be one. After all, even the larger Megane E-Tech and Scenic E-Tech EVs are exclusively available with FWD setups despite riding on the AWD-compatible AmpR Medium architecture.

Pricing And Rivals

We tested the Renault 4 E-Tech in Greece, where it is priced from €28,900 ($32,400) for the base 40 kWh Evolution 120 PS model – dropping to as little as €24,400 ($27,300) when you account for the local EV subsidies and scrappage benefit. This is only €2,000 ($2,200) more expensive than the smaller Renault 5 E-Tech hatchback with the same powertrain, making it a good deal.

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Stepping up to the larger 52 kWh battery with 150 PS brings the entry point to €33,500 ($37,500) before subsidies for the Evolution trim. Our mid-spec Techno retains at €35,500 ($39,800), while the flagship Iconic tops out at €37,500 ($42,000). Finally, the Plein Sud canvas roof adds a €1,200 ($1,300) premium.

Key rivals in the crowded subcompact electric SUV segment include the Peugeot E-2008, Ford Puma Gen-E, Kia EV2 and EV3, Jeep Avenger Electric, Mini Aceman, Fiat 600e, as well as the budget-conscious and family-friendly Citroën ë-C3 Aircross.

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Besides EVs, the model is also facing competition from numerous well-established hybrid and ICE alternatives like the super-popular Toyota Yaris Cross and the Dacia Duster. Another option is Renault Captur sibling which starts from as little as €20,900 ($23,400) for the cheapest LPG/gasoline version and from €24,500 ($27,500) for the self-charging hybrid.

Verdict

The Renault 4 E-Tech does a great job in expanding the charm of the closely-related R5 hatchback by adding genuine day-to-day practicality without sacrificing much of its fun-to-drive character. While a longer-range battery option would have made it even more desirable, it already stands out as one of the most complete subcompact electric crossovers.

The combination of eye-catching looks with a generous equipment, and a superb chassis setup for the standards of the segment, makes the R4 E-Tech a compelling case for being the best mainstream retro EV on the market. Too bad it’s availability is currently limited to Europe and the UK.

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The race for affordable urban EVs in Europe has entered high gear, with local automakers trying their best to compete with Chinese imports. Renault revisited the Twingo’s winning formula with its latest A-Segment hatchback, which spawned the closely-related Nissan Pixo and the new Dacia Spring EV.

In addition to the common chassis, battery, and powertrain, the Renault and the Nissan share most of their exterior and interior components. The Dacia is more clearly differentiated. During a recent visit to the Athens Motor Show in Greece, I got the chance to check out the French and Japanese twins up close, examining the efforts of the respective design teams to set them apart.

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Before we dive deep into the differences, it is important to acknowledge that the iconic styling of the Renault Twingo E-Tech effectively made a potential rebadging kind of pointless. For this reason, the Nissan Pixo introduces a bunch of redesigned body panels, trying to mask the inevitable similarities.

Pixelated VS Frog-eyed Face

The first thing Nissan did was to swap the frog-eyed happy-to-meet-you face of the Twingo for a more upright nose. This required new moldings for the bumper, hood, and front fenders. Still, the most notable feature is the squared-off headlights with pixelated LED graphics flanking the grille-less nose. It also has rectangular plastic cladding around the lower bumper intake and a simple access cover on the hood instead of the Twingo’s triple-slot design.

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The profile is shared between the two models, with the exception of the alloy wheels, which measure up to 18 inches in the flagship trims. Nissan has also promised to offer special colors, including the pictured Wonder Purple shade. The restyled bumpers account for the slight size difference, with the Nissan measuring 3,796 mm (149.4 in) or 7 mm (0.3 in) longer than the Renault.

At the back, the rebadging is more obvious despite Nissan’s best efforts and clever references to the K12 generation of the Nissan Micra from 2002. The Twingo’s unique rear glass is hard to ignore, though the plastic garnish around it is different, with textured details and Pixo lettering printed on the side.

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The squared-off taillights mirror the styling language of the headlights, while integrating a smiley face into their clusters. Those are joined by a Nissan-specific tailgate and rear bumper. The latter lacks the bumper guards of the Twingo, sporting a sculpted license plate holder and simpler cladding.

Identical And Spacious Interior

The interior is largely the same, with differences being limited to certain trim pieces and Easter Eggs. Both EVs have a 7-inch digital instrument cluster and a 10-inch infotainment display with Google built-in. They also share all of the physical controls, switches, stalks, and storage solutions. Still, the Twingo has more colorful accents on the door cards and the dashboard, with the Pixo focusing on the garnish around the climate vents.

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Despite their compact footprint, the models have spacious interiors thanks to their 2,492 mm (98.1 in) wheelbase and the packaging of the EV-dedicated AmpR Small architecture. I was impressed by the ample legroom aided by the rear seats that slide by 170 mm (6.7 in), while being able to recline and fold.

The official cargo capacity rating is up to 360 lt (12.7 cubic feet) in the Renault and up to 356 lt (12.6 cubic feet) in the Nissan. Furthermore, the models have 19 lt (0.7 cubic feet) and 18 lt (0.6 cubic feet) of in-cabin storage, respectively.

Specs, Price, And Rivals

Both models share the same 81 hp (60 kW / 82 PS) front-mounted electric motor and a 27.5 kWh Lithium Iron Phosphate (LFP) battery pack offering 161 miles (259 km) of WLTP range and 50 kW DC charging capability.

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While Nissan has yet to announce pricing for the Pixo, we can only assume it will be pretty close to its French twin following the example of the larger Renault 5 E-Tech and Nissan Micra siblings. The Renault Twingo E-Tech currently starts from €19,490 ($21,900) in Greece, but the entry figure can drop to €14,990 ($16,800) when you account for the €3,000 ($3,400) state subsidy and the €1,500 ($1,700) scrappage bonus.

The Nissan Pixo and the Renault Twingo E-Tech are manufactured at the Novo Mesto plant in Slovenia, alongside the new Dacia Spring EV. The urban hatchbacks were designed for European and UK markets, targeting budget-friendly rivals such as the Leapmotor T03, the BYD Dolphin Surf, as well as the upcoming VW ID. Up! and Kia EV1. Another threat for the EV siblings is the future Citroen 2CV revival, which is expected to be even cheaper thanks to complying with Europe’s upcoming e-car regulations.

Photos: Thanos Pappas for CarScoops

The car that reinvented family transport for European drivers in the 1980s is itself being reinvented. Renault’s E-Space Concept, an electric reboot of the Espace minivan, makes its debut at the Paris Motor Show next week, and Renault’s pattern of quickly turning concepts into real production cars tells us this VW ID. Buzz rival could be in showroom two years from now.

Renault calls the newest EV a “future-focused version of the original” – that original being the boxy, fiberglass-bodied van (MPV to Europeans) from 1984. The first-generation Espace launched in Europe only a few months after Chrysler’s K-car minivans debuted in the US. More recently the Espace badge has been used on a three-row, combustion SUV, a clear sign of how far minivans had fallen out of favor.

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But maybe the tide has turned. Renault clearly wants us to remember what made the original Espace great, and includes some subtle retro influenced to help us. The stubby nose features a short hood and vertical face, this time with LED lights and an illuminated Renault diamond badge, and the windshield is raked like a sports car’s.

A perfectly horizontal waist line runs through to a vertical rear end and maximizes interior space, though Renault doesn’t offer any data about seating capacity or luggage space. Previous Espace models have had both two- and three-row seating configurations, sometime with front captain’s seats that swivelled 180 degrees, and though there are no interior images yet, it looks like the concept is a two-row van.

Honda CRV-Sized

Renault hasn’t given much away in terms of tech specs, only revealing that the concept is 4.7 m (185 inches) long, making it roughly the same length as a Honda CR-V. But it previously confirmed a new RGEV platform for compact cars that gains 800-volt electrics, while costing 40 percent less to build than its current cars.

The new motor that comes with the RGEV architecture makes up to 271 hp (275 PS / 202 kW), versus 217 hp (220 PS / 162 kW) for today’s equivalent, and Renault said a range-extender option could boost electric driving range from 466 miles (750 km) to 879 miles (1,400 km).

Could Be Two Years From The Showroom

It took three years for Renault to productionize its Renault 5 concept, but only two to bring the Twingo to the road. The smaller car was developed with Chinese help to supercharge the development process. If the E-Space gets the same treatment, we could see a fully legal version on the road in Europe two years from now.

Renault’s lack of presence in the US means it won’t be offered in the US, which is a shame, because minivan sales in North America have experienced a resurgence lately. Having abandoned them for more fashionable SUVs years ago, buyers are rediscovering how useful minivans really are, with millennials the driving force behind the trend.

One Of Several Paris Debuts

The E-Space will be a major draw to Renault’s stand at this month’s Paris Motor Show, and we wouldn’t be surprised if it also had an original (above) on hand to stoke the nostalgia. But the E-Space won’t be the only draw. The brand is also showing its Gordini 8 electric coupe concept, a Twingo electric subcompact with a new Twingobay panoramic glass roof, the facelifted Scenic and Megane, and the 4 JP4x4 concept it previewed at this year’s Roland-Garros French Open tennis tournament.

Renault

Renault is clearly not done reviving past icons with the R4 and R5 production models. The automaker has just launched a new concept car, inspired by the Renault 8 Gordini from the ’60s. The modern reincarnation of the classic rally sedan is a two-seater coupe with a fully electric powertrain and a retro-flavored design. Unfortunately, it is not destined for production, although elements from its design might influence future models.

The original Renault 8 Gordini was launched in 1964 as the high-performance version of the rear-engined rear-wheel-drive family sedan designed for winding mountain passes. The “la Gorde” featured an upgraded engine with nearly double the horsepower of the donor vehicle, a lowered suspension, beefier brakes, four or six headlights, and a blue paint with white racing stripes.

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The new Renault 8 Gordini Concept evokes the Café racer spirit of the original, looking like a reverse restomod with a low and wide stance. The coupe measures 4.12 m (162 in) long, 1.88 m (74 in) wide, and 1.27 m (50 in) tall, riding on 19-inch and 20-inch alloy wheels.

Six round LED headlights are mounted on a grille-less V-shaped nose, with flush taillights disappearing into the bodywork when not in use. The coupe also features sporty bumper intakes with a body-colored splitter, boxy and wide fenders, flying buttresses on the C-pillars, a roof spoiler, a rear ventilation grille, and a large diffuser. Of course, it wears the iconic blue livery with white stripes running along the carbon fiber body.

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The interior is a celebration of minimalism and a nod to the analog era. Instead of oversized screens, Renault added six round dials with thick bezels, mounted on a brushed aluminum strip on the dashboard. We also find tasteful Alcantara inserts, an aluminum center console with physical switches, and a pair of bucket seats with black and blue corduroy upholstery.

The French automaker revealed that its designers were so enthusiastic about the brief, they submitted over 300 sketches. Alexandre Malval, Renault’s Vice President of Design, said that the goal was “to spark emotion by drawing on both our heritage and modern times, bringing together the icons of yesterday and the future.”

Renault didn’t share information about the underpinnings of the concept, other than revealing it is powered by a single electric motor which is good for 266 hp (198 kW / 270 PS) sending power to the rear wheels.

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While we would like to believe otherwise, Renault made it clear that the R8 Gordini concept is a one-off and it’s not going to evolve into a production model. Instead, it serves as a follow up to homage projects like the R17 electric restomod x Ora Ïto concept car, and the Renault 5 Diamant art car.

The new concept will make its first public outing at the Renault Carwalk on September 24, before being exhibited at the Paris Motor Show next month. Eventually, it will end up at the new Renault Collections museum in Flins which is scheduled to open its doors for the public in around 15 months.

Renault

Nissan is dusting off an old nameplate for a new urban EV. The Nissan Pixo is a twin to the Renault Twingo E-Tech and a sibling to the Dacia Spring EV, featuring pixelated styling and modern technology. The model will be sold in Europe and the UK, serving as an entry point in the lineup positioned under the R5-based Nissan Micra.

Measuring 3,796 mm (149.4 in) long, the Nissan Pixo is only 7 mm (0.3 in) longer than the Renault Twingo, while sharing the 2,492 mm (98.1 in) wheelbase. The greenhouse, roof structure, and most of the profile are identical to the Renault, with Nissan designers focusing their efforts on the front and rear ends.

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The Pixo swaps the curves and frog-style headlights of the Twingo for a boxier grille-less nose. The squared-off headlights with diagonal LED graphics are inspired by pixels, while the front bumper adopts clean surfacing with plastic cladding around the central intake.

Setting aside the front fenders and the futuristic alloy wheels, the profile doesn’t hide its Renault roots. However the rear end gains redesigned taillights and a simpler tailgate, which are slightly reminiscent of the Nissan Micra K12 from the ’00s. These are joined by Nissan-specific cladding on the rear bumper and Pixo lettering on the plastic trim around the rear windshield. Finally, the color palette gains the fresh Wonder Purple and Gear Blue shades.

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Inside, the dashboard, the steering wheel, and the digital cockpit with Gemini integration are derived from the Renault twin. The same applies to the reclining and foldable rear seats adding practicality points to the urban EV. Nissan brags about the 356 lt (12.6 cubic feet) cargo capacity including the 50 lt (1.8 cubic feet) compartment for charging cables, and the extra 18 lt (0.6 cubic feet) of in-cabin storage. Furthermore there are 23 Easter eggs for owners to discover.

Under the skin, the Pixo is identical to the Renault Twingo and the Dacia Spring. A front-mounted electric motor is good for 81 hp (60 kW / 82 PS), while a 27.5 kWh Lithium Iron Phosphate (LFP) battery delivers a WLTP range of 161 miles (259 km). The EV is compatible with 50 kW DC charging, replenishing the battery from 15-80% in 28 minutes.

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The Nissan Pixo will go on sale in Europe and the UK, with production taking place at the Novo Mesto factory in Slovenia alongside the closely-related Renault Twingo and Dacia Spring. Pricing and pre-order information will be announced from December 2026 onwards. However, judging from the Renault, the entry-level EV from Nissan will most likely start from under €20,000 ($22,800).

Hardcore Nissan fans might remember that the original Pixo which was sold in Europe between 2009 and 2013, was also a rebadged urban hatchback. However, this one was based on the Suzuki Alto and came fitted with a 1.0-liter gasoline engine.

Nissan

Dacia has unveiled a new generation of the Spring, marking a complete overhaul for one of Europe’s most affordable urban EVs. The small hatchback is built on Renault bones, promising a 155-mile range, clever design features and a sub-€20k ($23k) price tag. Unlike its Chinese-built predecessor, the new Spring will be manufactured in Slovenia, avoiding import tariffs in Europe.

The new model swaps the aging CMFA-EV platform of its predecessor for the new RG-EV architecture. This is another name for the AmpR Small platform, already underpinning the Renault Twingo E-Tech, Renault 5 E-Tech and Nissan Micra hatchbacks.

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Power comes from a Twingo-sourced electric motor producing 80 hp (60 kW / 82 PS) and 175 Nm (129 lb-ft) of torque, sending power to the front wheels. The 0-100 km/h (0-62 mph) sprint is completed in 12.1 seconds and top speed is limited at 130 km/h (81 mph). Energy is stored in a small 27.5 kWh Lithium Iron Phosphate (LFP) battery pack, offering up to 250 km (155 miles) of WLTP range.

The battery needs 28 minutes to charge from 15-80% when connected to a 50 kW DC fast charger, or 2 hours and 55 minutes from a 7 kW wallbox using the standard AC charger.

The shift to the new platform gives the urban EV different proportions and a larger footprint while keeping weight low at 1,212 kg (2,672 lbs). The new Spring is 150 mm (5.9 in) longer and 180 mm (7.1 in) wider compared to its predecessor, stretching to 3,850 mm (151.6 in) long. It is also 61 mm (2.4 in) longer than the Renault Twingo E-Tech twin, while adopting a different styling language.

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Unlike the Renault which is known for its frog-style headlights and soft curves, the Dacia looks less playful and more utilitarian. Designers gave it boxy LEDs, a generous amount of plastic cladding on the bumpers, conventional door handles and steel wheels measuring 15 or 16 inches in diameter.

Inside, the larger body translates to a more spacious cabin although the model retains the four-seater layout. The cargo space has a capacity of 337 liters (11.9 cubic feet) and grows to 1,283 liters (45.3 cu ft) when folding the 50/50 split rear bench. Dacia has also added a optional 18-liter (0.6 cubic feet) frunk, plenty of storage solutions around the cabin, and the modular YouClip accessory mounting system.

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The dashboard appears to be covered in hard plastics with a large piece of colorful trim above the practical tray breaking the monotony of black. The standard 7-inch digital instrument cluster is joined by a 10.1-inch infotainment display on the flagship Journey trim, although the entry level Expression will be limited to a smartphone mount.

Occupants are treated with fabric seats and scratchy plastics on the door cards, designed to keep the costs low. Finally, the model has a familiar “My Safety” button allowing the driver to quickly disable or enable ADAS.

Production of the new Dacia Spring takes place at the Novo Mesto plant in Slovenia alongside the Renault Twingo E-Tech. The market launch is expected in late 2026, with the first deliveries scheduled for early 2027. Dacia has yet to announce detailed pricing but confirmed that all variants will cost under €20,000 ($23,000) before local EV subsidies.

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This suggests that the new model will be more expensive compared to the outgoing Chinese-built Spring, which started from a heavily discounted €11,900 ($13,800) in Germany earlier this year. The latter will remain on sale alongside the new generation for a transitional period, serving as a cheaper alternative.

The new Spring is one of four new Dacia EVs set to debut by 2030 according to the official roadmap, including the upcoming Sandero EV with a slightly larger footprint.

Dacia

Renault has introduced a series of model year upgrades for the Scenic E-Tech, exactly three years after its debut. The electric crossover inherits a new LFP battery, faster charging, improved safety features and Google Gemini AI integration from the recently facelifted Megane E-Tech. However, it skips the styling updates, leaving them for later in the product cycle.

Visually, changes are limited to the gloss black accents on the front and rear bumpers, the new alloy wheels measuring 19 and 20 inches in diameter, as well as the fresh Satin Blue Slate and Exo Galaxy Grey shades. Earlier sightings of camouflaged prototypes suggest that Renault might be working on more substantial styling updates for the future, likely including the faux grille of the Megane.

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Inside, the openR link infotainment gains Google Gemini AI as a smarter alternative to the Google Assistant. Users can download applications from the Google Play Store using the 2 GB of monthly data offered by Renault for a period of three years. Those who want more can always use their smartphone tethering function.

Renault

Other interior upgrades include a magnetic and ventilated wireless charging pad, and more sustainable upholstery options. More specifically, Techno models feature PET fabrics containing over 95% recycled yarn, Esprit Alpine editions gain a spectral titanium finish made from 75% recycled plastic, and top Iconic trims receive cubic grey accents or optional light grey paired with genuine lime wood.

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The safety suite inherits the Megane’s updated in-car monitoring camera, which tracks driver fatigue and enables driver recognition for loading presets based on personal preferences. It also benefits from more sophisticated ADAS such as Multi Target tracking for surrounding traffic, improved lane positioning at speeds up to 70 km/h (43 mph), Emergency Stop Assist in the case of an unresponsive driver, and a smarter predictive eco-driving function.

New Batteries, Longer Range

Under the skin, the Scenic E-Tech borrows the LFP battery introduced by the mechanically-related Megane E-Tech during its mid-lifecycle update, combined with a carryover front-mounted electric motor producing 220 hp (164 kW / 223 PS).

The 67 kWh Lithium Iron Phosphate (LFP) battery of the Comfort Range variant has a cell-to-pack architecture and delivers up to 467 km (290 miles) of WLTP range, which is 37 km (23 miles) more than its NMC predecessor. Furthermore, it supports 165 kW fast charging, taking it from 15-80% in 24 minutes, or 25% faster than before.

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The larger 89 kWh Nickel Manganese Cobalt (NMC) battery pack which is exclusive to the Scenic E-Tech Long Range has also been upgraded, gaining 2 kWh in capacity and stretching the WLTP range by 17 km (11 miles) to 642 km (399 miles). This unit is compatible with 150 kW fast charging, replenishing 15-80% in 28 minutes.

Pricing

The updated Renault Scenic E-Tech Electric is available to order in France starting at €38,750 ($44,900) for the 89 kWh Long Range model in the Techno trim. The cheaper 67 kWh Comfort Range version will arrive in the coming months, priced from €31,750 ($36,800).

The electric crossover with minivan ancestors is still being manufactured at Renault’s ElectriCity facility in Douai, France, with electric motors supplied by the Cléon plant in Normandy.

Renault

The electric Renault 5 E-Tech already fuses 1970s and 1980s retro charm with modern EV hardware, but now it’s throwing some 1990s design cues into the mix. Among a batch of upgrades are optional gold wheels that, paired with blue paint, give us serious Clio Williams vibes.

But Renault’s designers haven’t spent all their time playing with the configurator. Aerodynamic improvements to the lower body and mirrors, together with optimized battery electronics, have squeezed more range from the existing 40 and 52 kWh battery packs.

Related: Renault 5 EV Gets A $2,700 Group B Body Kit That Peels Right Off

The smaller Urban Range version now manages 196 miles (315 km) on the WLTP cycle, up from 194 miles (312 km). The 52 kWh Comfort Range gets the more worthwhile improvement, jumping from 255 miles (410 km) to 267 miles (430 km).

But there’s bigger news at the bottom of the lineup on the way. Renault’s entry-level 5 will soon receive a 36.5 kWh LFP battery, lifted from the Twingo E-Tech, along with a new 107 hp (109 PS / 80 kW) motor. Despite having a smaller capacity than today’s 40 kWh model, Renault claims 190 miles (305 km) of range for the lighter LFP derivative.

Better still, the cheapest 5 becomes more capable away from home. It gets an 80 kW DC fast charger as standard (current base models lack DC capability) alongside its 6.6 kW AC hardware. Renault hasn’t said whether the cheaper LFP chemistry will translate into a lower sticker price.

Iconic Trim Goes Blue

Flame Red joins the palette; Techno and Iconic Cinq buyers can specify gold wheels, and there are new roof and wing graphics. Inside, upholstery for the flagship Iconic trim also switches from yellow to a more subtle blue, and a new Qi2 wireless phone charger promises to replenish 50 percent of a compatible phone’s battery in an hour while controlling heat.

Smart driving mode also replaces MySense, automatically switching between Eco, Comfort, and Sport modes according to how you’re driving. Finally, Google’s Gemini replaces Google Assistant through an over-the-air update, promising more natural conversations.

The 5 E-Tech didn’t really need any upgrades to find more buyers. It still sells really strongly two years from launch, but these upgrades just make it even harder not to want one.

Renault