Renault 5 E-Tech Review 2025: Prices, specs & verdict

Renault reinvents an icon with the new 5 E-Tech electric car. But is it all style and no substance? Lawrence Allan gets behind the wheel

Things you’ll like

• Great to drive in and out of town
• Thoughtfully designed interior
• Excellent value for money

Things to consider​

• Range isn’t much better than the Zoe
• There are more spacious small EVs
• Awkward drive selector

What is the Renault 5 E-Tech?

The Renault 5 E-Tech is, in simple terms, an indirect successor to the popular but ageing Zoe small electric car. But it’s so much more than that in design terms.

The striking shape and interior are a modern interpretation of the original petrol-powered Renault 5 – a small car icon of the seventies, eighties and nineties, and France’s best-selling car of the time.

Legend has it that Renault CEO Luca De Meo spotted a clay model of a modern 5 revival in the design studio, and although that wasn’t destined for production De Meo insisted it needed to live.

And so, four years later, here it is, turning heads and winning praise all over – not least the coveted European Car of the Year gong. And with popular retro reboots like the MINI and Fiat 500 occupying the small EV space, along with a host of exciting new cheaper small electric cars arriving on the scene, it’s got a point to prove.

But is the reimagined Renault 5 any good beyond the hype? Our in-depth review covers all the bases to decide.

Verdict: is the Renault 5 E-Tech a good car?

Put simply, the reborn Renault 5 is one of our favourite electric cars regardless of size and price point. It goes without saying, then, that it’s probably the best small electric car on sale right now.

We love that it mixes plenty of charm with real competence, from the well-sorted driving experience to the pleasingly designed interior. It’s also great value, with plenty of standard kit and a decent range on a charge. Sure, there are roomier and more practical alternatives, but if outright space matters the upcoming Renault 4 reboot might win you over even more.

Pricing, specs & rivals

There’s been a real boost in affordable electric offerings hitting the market in the last couple of years, but even among those we reckon the Renault 5 is exceptionally good value for money.

The seriously attractive £22,995 starting price gets you the entry-level Evolution trim, which is solely available with the smaller 40kWh battery.

Stepping up to Techno trim raises the price to £24,995, while also giving you the option of the bigger battery and more powerful electric motor for a reasonable £2,000 on top of that.

Iconic Five trim is £26,995 and £28,995 respectively, while for a limited time there’s also a Roland Garros special edition (solely available with the bigger battery) at £29,995.

The fact that even the top-spec variant sits under £30k is impressive. By comparison the cheapest Vauxhall Corsa Electric is £26,180, while the MINI Cooper Electric starts from just under £27k but gets considerably more expensive once you start raiding the options list.

And it’s not as if the Renault 5 is sparsely equipped. Even entry-level Evolution comes with 18-inch alloys, full LED headlamps, climate control, cruise control, keyless entry, rear parking sensors, a heat pump and a 10.1-inch touchscreen with Apple CarPlay and Android Auto. It does without Google Built-In functionality, however.

That’s added when you move up to Techno trim, bringing Google Maps, EV route planning with battery pre-conditioning, a larger digital dial display, a reversing camera, adaptive cruise control, various extra paint and trim options, ambient cabin lighting and the funky ‘5’ bonnet charge indicator. That would be our pick of the range, particularly because it adds the bigger battery option.

Moving up to Iconic Five trim further upgrades the wheel design, paint, interior colour and customisation options while also adding heated front seats with adjustable lumbar support, a heated steering wheel, lane centring tech, blind spot monitoring and a hands-free parking system.

Rivals

The Renault 5 certainly doesn’t have the small EV class to itself. There’s loads of alternatives, not least the gaggle of compact electric options from Stellantis including the Peugeot e-208, Vauxhall Corsa Electric, Citroen e-C3, Fiat 500e, Abarth 500e and Jeep Avenger.

You’ll probably also be considering the MINI Cooper Electric, ORA 03 (formerly Funky Cat), BYD Dolphin and Hyundai Inster, while the Mazda MX-30 is a left-field option that’s great around town but lacks the 5’s range.

Renault 5: Interior comfort, quality & technology

We absolutely love the interior of the Renault 5 for several reasons, not least its funky design and bold colour and trim choices. Like the exterior, which is modern-looking but has retro hints for those in the know, the interior only gently implies a relationship to the original 5 rather than overdoing it.

That means you get neat, original 5 touches such as the diamond pattern in the headlining, the fabric-covered shelf on the dashboard and the air vents that mimic the old 5’s headlamp design. You also get a terrific pair of comfortable yet supportive front seats designed to mimic the seats in the bonkers Renault 5 Turbo of the 1980s. In the two higher specs they’re trimmed in an appealing denim-like material, which is actually made from recycled plastic bottles.

Retro touches aside it’s a modern and pleasant cabin. Quality is excellent by small car standards, with lots of plush finishes in regular touch points and only the odd scratchy plastics to be found lower down or in the back. It’s a nicer place to sit than most affordable electric cars.

It’s also easy to get along with. The driving position is superb, giving you a seat that can be adjusted nice and low but still allowing a good view out. There are enough physical controls, the steering wheel buttons function as you’d expect – in fact, the only gripe is the mass of stalks on the left-hand side of the wheel that can easily be confused.

Overall, the Renault 5’s interior does a very good job of fooling you that you’re driving something more expensive than the car is.

Infotainment, sat-nav, stereo and connectivity

Every 5 features a 10.1-inch touchscreen infotainment system mounted in a bezel alongside a digital driver’s display. The latter is only a seven-inch display in Evolution trim, but increases to 10.3-inches in all other models.

As in-car touchscreens go it’s a slick system, with nice graphics, quick responses and an intuitive layout. Although all versions get wireless Apple CarPlay and Android Auto, but we’d recommend stepping up to Techno trim or above to get integrated Google Maps – about the best sat-nav system on the market.

This upgraded system also adds Renault’s new ‘Hey Reno’ voice control assistant. While the dancing screen avatar can be a touch irritating, it works pretty well overall. We also love the physical climate control buttons below the screen that are easy to use on the move.

The digital driver’s display is clear and customizable, being able to display the sat-nav mapping in the centre, although some may find their view of the display is blocked slightly by the steering wheel.

There are USB-C connectors at the front on all versions, plus a wireless phone charging pad on Techno trim and above. But it’s disappointing to see no USB connections in the rear for device charging. Meanwhile, the standard sound system delivers a good level of sound quality, helped by the Jean-Michel Jarre soundscape options.

How practical is the Renault 5?

It probably won’t shock you to learn that the new Renault 5 is substantially bigger than the 1970s original. But by the standards of new cars it’s still very compact, at 3.922mm in length, 1,774mm in width and 1,498mm in height.

That makes the new 5 a full 165mm shorter than the Zoe it replaces, while also having a lower roofline – but it is wider than that car. More importantly, the 5 is larger than the MINI Cooper Electric and Hyundai Inster, but smaller than a Peugeot e-208.

There won’t be many complaints over space up front, with a good amount of headroom and seats that slide a long way back to give ample headroom even for the very tall. Meanwhile, the 5’s relative width means you won’t be rubbing elbows with your front seat passenger.

Things are a bit less rosy in the back, but it depends on your expectations. There’s enough room for medium-sized adults to sit behind someone of similar height in acceptable comfort, and headroom is fine, but six-footers will find legroom is tight. Three people across the back is quite uncomfortable for anything other than very short trips, while foot space is tight for adults too.

Overall a Citroen e-C3 is more accommodating for passengers, but the Renault is on a par with the e-208, and considerably more usable than the cramped, three door-only MINI Cooper Electric and Fiat 500e.

Storage and boot space

Storage in the Renault 5’s cabin is decent for a small car, at least up front. You’ll find a deep but narrow cubby under the centre armrest, twin cupholders with a removable divider, some smaller storage trays and a phone charging area below the dash.

You’ll also find a good-sized glovebox, although the door bins are very narrow. A curious (and very French) optional extra is a wicker baguette holder that clips on to the side of the centre console. You can also get cool 3D-printed retro covers for the cupholder area, too.  

It’s good you’re well catered for up front, because storage is almost non-existent in the back. You don’t get a central armrest, nor any cupholders – you don’t even get any door bins. At the very least you do get pockets in the front seatbacks.

It’s a shame not to see space-maximising features such as sliding or reclining rear seats, like you’ll find in the Hyundai Inster, but at least the rear seats fold in a 60/40 split to expand the load space further.

The boot, meanwhile, is a good size for a small car. While it’s not up to Skoda Fabia standards, the 5’s 326-litre capacity is larger than the e-208 and far more useful than a MINI’s boot, if not quite as large as the Citroen e-C3’s. The only black marks are the lack of an adjustable boot floor and a fairly high loading lip, but you do get storage for the charging cables underneath the floor. This is needed because there’s no storage under the bonnet.

Performance & drive: What is the Renault 5 like on the road?

Opting for the smallest battery option in the Renault 5 gives you a modest 120hp electric motor driving the front wheels. While that sounds a bit measly for an EV, the 5 isn’t especially heavy at between 1372 and 1460kg depending on spec.

Performance is entirely ample, then, if not exactly exhilarating. You’re unlikely to ever need more driving around urban or suburban streets, but if you spend a lot of time on faster roads it lacks a little overtaking punch.

The bigger battery model addresses that somewhat, with 150hp and a small bump in torque. It doesn’t feel dramatically faster, but is more effortless at getting up to speed on motorway slip roads and more capable at safely clearing slow traffic when overtaking.

Overall, all versions of the 5 are faster than a Citroen e-C3 or Hyundai Inster, but none have the measure of faster EVs such as the Mini Cooper SE, MG 4 or BYD Dolphin. However, the Renault majors on smoothness, with no wheelspin theatrics when pulling out of a junction and a well-judged throttle pedal making driving less jerky.

That said, the drive-by-wire brake pedal’s sharp response to inputs at low speed takes some getting used to. It’s a lot more natural on faster roads, too. Brake regeneration is fairly smooth in normal mode and significantly more aggressive in B mode, but there’s no multi-level adjustment like some EVs, nor one-pedal driving.

Our one real gripe is the drive selector. Sometimes a quick flick into drive or reverse won’t give you the desired response, you’ll need to hold it there. Oddly, there’s also no Park mode to easily halt the car like most automatics – you need to apply the electronic handbrake or turn the car off.

Power, 0-62mph times 

• Renault 5 40kWh: 120hp/ 9.0 seconds
• Renault 5 52kWh: 150hp/ 7.9 seconds

Ride and handling

Renault hasn’t spent all the budget on the 5’s design and skimped on the mechanicals, giving it sophisticated multi-link rear suspension that few small cars (MINI aside) offer. The result is a very grown-up, well-sorted driving experience.

The ride is generally very composed, only feeling a little on the bouncy side at low speeds over very poor surfaces. But that’s something in common with all small EVs, and the Renault is about the best out there in terms of comfort. It’s much less jarring than an electric MINI over potholes, despite the 5’s standard-fit 18-inch wheels, while the motorway ride is smooth and controlled.

The softer edge to the Renault’s ride does mean it isn’t as agile and fun in the corners as the MINI, but the 5 is still pleasing to drive in or out of town. The tight turning circle and light steering in Comfort mode are a boon around town, whereas selecting Sport mode adds a bit of steering weight for a more confidence-inspiring feel.

Regardless, the steering is accurate, there’s plenty of grip and the 5 turns in keenly, so although it has more body roll than the MINI it’s still enjoyable. And the Alpine A290 hot hatch offers more outright fun if you’d prefer.  

Noise and refinement

Despite the Renault 5’s clear urban focus in its design, it’s pretty calm at motorway speeds. Road noise isn’t intrusive at all, while wind noise is also low, which combines with the comfortable ride to make this a relaxing small car for long distances.

There’s some electric motor whine at low speeds, but it’s mostly drowned out by the pedestrian warning sound. This can be set to a few different sounds including an appealing space-age hum designed by famed French composer Jean-Michelle Jarre, if that floats your boat.

Euro NCAP: is the Renault 5 a safe car?

The Renault 5 was put through its crash test paces by Euro NCAP in 2024, receiving an overall safety rating of four stars out of five.

That might seem a little disappointing when it’s almost the norm nowadays for new EVs to get five stars, but it’s on a par with rivals such as the Peugeot e-208, Fiat 500e and Vauxhall Corsa. It’s also a considerably improvement over the old Renault Zoe, which was awarded zero stars in 2021. Only the MINI Cooper Electric, BYD Dolphin and ORA Funky Cat posted the maximum five stars.

The 5 still offers good protection overall, but Euro NCAP penalized Renault for not being able to demonstrate that the dashboard can provide the same level of protection for different-sized occupants.

Active safety kit isn’t in short supply either. The autonomous emergency braking system works when going forward and reversing, while the usual lane keeping assistance, traffic sign recognition and driver monitoring also features. Opting for the top-spec Iconic Five or Roland Garros trims further adds blind-spot monitoring and a safe exit assist function to stop you opening your door into the path of traffic or cyclists.

While that’s all well and good, there’s no denying that some of these systems can be intrusive and annoying on certain UK roads. Happily, Renault makes it a doddle to disable the features you don’t like using a customisable ‘My Safety Perso’ mode that you activate with a simple two button press next to the steering wheel.  

Charging, range and running costs

The Renault 5’s range on a charge meets the standard expected of small electric cars but doesn’t exceed them – nor does it offer a huge leap in range capability over the Zoe.

That’s unlikely to be an issue for most buyers when you consider the affordable price tag of the 5, and the fact that Renault has larger, longer-range alternatives in its lineup.

Opting for the entry-level Evolution model gives you a 40kWh (usable capacity) battery pack, promising an official WLTP combined range of 193 miles. That’s on a par with the MINI Cooper E, entry-level BYD Dolphin and bigger battery Fiat 500e, and a touch behind the Citroen e-C3, but still some way short of the Peugeot e-208 and Corsa Electric.

Still, it’ll suffice for most looking for something to potter about town or manage the average UK commute. It’ll also be the most efficient of the two options, giving you lower running costs. But the option exists for the more competitive bigger battery.

That features a 52kWh (usable) battery and boasts a WLTP combined range of 250 miles – on a par with the longest-range Vauxhall Corsa Electric, Peugeot e-208 and MINI Cooper SE. However, it’s also pretty much identical to what the old Zoe managed with the same big battery option.

We’re pleased to see Renault offer a standard-fit heat pump across the range. This more efficient heating system should ensure little range penalty for using the heater in cold weather, but it doesn’t mean overall winter efficiency won’t be lower.

Range on a charge (WLTP figures) 

• Renault 5 40kWh: 193 miles
• Renault 5 52kWh: 250 miles

While the Renault 5’s range isn’t much better than the Zoe it replaces, the rapid charging speeds thankfully are. In fact, they’ve almost doubled spec-for-spec.

The 40kWh version tops out at 80kW using a suitable DC rapid charger. That’s more than a MINI Cooper E but less than a Peugeot 208 – though none differ significantly from a 10-80% charge time of around half an hour.

Opting for the 52kWh version bumps up the maximum charging speed capability to 100kW – on a par with Stellantis electric cars. Again, though, due to the increased battery size the actual time it takes to charge from 10-80% is pretty much identical.

All Renault 5’s come with 11kW on-board AC charging as standard, as you’d expect from a modern EV. It’s also nice to see features more common on more expensive EVs such as Vehicle-to-Load tech (using an adaptor to power domestic electrical appliances using the car’s battery) and Vehicle to Grid support (allowing you to send electricity back to the grid during peak demand).

Charging speeds

(Figures from EV Database)

• 7kW charging: 6hrs 30 mins (40kWh) / 8hrs 30 mins (52kWh)
• 11kW charging: 4hrs 30 mins / 5hrs 45 mins
• 50kW rapid charger (10 to 80% charge): 44 mins / 57 mins
• 150kW+ rapid charger (10 to 80% charge): 32 mins/ 33 mins

How much does the Renault 5 cost to insure?

Young drivers or those with high insurance premiums will be pleased to hear that the Renault 5 is likely to be no more expensive to insure than the Zoe. Insurance groups start at 18 for the 120hp Evolution model, rising to 19 in higher trim levels and 22 for the 150hp model with the larger battery regardless of trim.

For comparison, that’s nearly identical to the outgoing Zoe’s figures, and lower than the equivalent MINI Cooper E or SE. Surprisingly, those groups are also considerably lower than the much slower, cheaper and lower-range Dacia Spring and Leapmotor T03.

 

Renault 5 FAQs

How much does the new Renault 5 cost?

The Renault 5 E-Tech is very well priced, starting at £22,995 for the entry-level Evolution model, rising to £26,995 with the 150hp motor and bigger battery, and topping out at £29,995 for the special edition Roland Garros model.

Does the Renault 5 replace the Zoe?  

The new Renault 5 E-Tech indirectly replaces the Zoe, which went out of production in Spring 2024. It aims to offer a better value proposition than the Zoe despite the desirable looks.

Which is bigger, the new Renault 4 or 5?

The new Renault 4 and 5 E-Tech share the same ‘AmpR’ small car platform, but the Renault 4 is 220mm longer than the 5 and slightly wider and taller too.