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VM Presentation Renault Megane E-Tech: French Evolutionary

With a conventional "engine/drive in the front" layout, the electric Megane avoids experiments and aims to score with high efficiency and an affordable price. It is not particularly spacious or revolutionary in its approach.

Upon closer inspection: With the E-Tech, you have to ensure that it is indeed the electric version, even though it is based on a standalone E-platform. | Photo: Renault
Upon closer inspection: With the E-Tech, you have to ensure that it is indeed the electric version, even though it is based on a standalone E-platform. | Photo: Renault
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Johannes Reichel

He comes late, but he comes – and with great force: Renault has waited a long time before offering an all-electric model in the compact class – the great success of the still well-maintained Zoe might have taken some pressure off the company compared to other volume manufacturers like VW or PSA. But now they claim to be advancing with the second generation of electric vehicles on a dedicated EV platform, while others are still in the first round, aside from Tesla or the Koreans from Hyundai, who are also launching their second round – and even increasing to 800 volts. The French don’t go that far.

The Mègane E-Tech is based on Nissan’s E-CMF-EV platform and aims to set benchmarks in efficiency and performance. However, not to the extent that it would make the internal combustion engine completely obsolete, which will still remain alongside the electric car and seems quite related to it. The time is not yet ripe for a purely electric line-up in the compact class, they explain, which sounds somewhat cautious coming from an electric pioneer. Formally, at least, the electric compact is a neat 14 centimeters shorter than the 4.35-meter-long Mègane, but also a bit higher – and you also sit a bit higher, the design is slightly “SUV-like,” but call it what you will, says a product manager laconically.

Everything to the front: Conventional meets electric

In terms of package, it’s noticeable that the manufacturer is following the “everything to the front” strategy, and similar to Kia with the e-Niro or Hyundai with the Kona Electric, they pack the electric motor, drive, inverter, on-board charger, and heat pump inverter all under the densely packed hood, although these are still multi-drive concepts. The front concept is, first of all, cheaper, secondly, lighter, and thirdly, it allows for better space utilization, according to Renault developers, who thus set a counterpoint to the VW Group and its MEB. Moreover, the French point to the option of all-wheel drive that the Nissan platform offers. However, this gives the compact electric car a rather conventional two-box look, with a long hood that doesn’t differ significantly from the conventional Mègane or a Captur.

Flat Battery in Two Sizes

Everything is upfront, except for the very flat battery at 110 millimeters, of course. The lithium-ion storage is expected to offer 20 percent more energy density compared to the Zoe storage unit, with the same cell format, holding 60 kWh net, which the Renault officials see as a “perfect match” to ensure a travel-capable range of 450 kilometers under WLTP. This puts it on par with the Koreans. There will also be a variant with around 40 kWh net capacity.

In terms of charging technology, it's noticeable that Renault is naturally increasing the ante with DC charging, offering a charging speed of 130 kW, which, thanks to water-cooled, i.e., pre-conditioned batteries during driving, is expected to surpass the class standard. Within 30 minutes, the electric Megane is supposed to increase its charge from 15 to 80 percent, enough for 300 kilometers under WLTP and 200 kilometers on the highway. However, the AC option with a 22 kW charger instead of the 7.4 kW device could prove to be practical, as long as DC charging is not yet widely available in urban areas. By the way, the charging port is located on the right outside of the fender, because where it would be more practical, the space in the diamond shape is used for the sensors for Level 2 automated driving in the Megane. Engineering life is full of compromises, even though we already miss the charger in the diamond shape.

More Efficient E-Machine to Set Standards

Renault has also fundamentally redesigned and further developed the electric motor from the Zoe unit. It is supposed to be 10 percent lighter, weighing 145 kilos, yet offering more power, torque, and performance with higher efficiency, naturally. Efficiency has been a main focus – and it is expected to be further enhanced with improved thermal management, i.e., heat pump, as well as the utilization of waste heat from the motor and batteries for interior temperature regulation.

Additionally, the driving fun is supposed to be increased: The low center of gravity with the large battery and a direct steering with a short ratio is meant to ensure that the Megane handles more firmly and agilely in curves compared to the less ambitious Zoe in this respect. It should also easily overshadow its combustion engine counterpart in handling. This is true for performance as well: The new Renault unit not only offers 160 kW but also 300 Nm of torque from a standstill, which will hopefully be managed by the front wheels. Although the 0-100 km/h time of 7.4 seconds sounds quick but not overwhelming – especially since a Kia e-Niro even delivers 395 Nm to the front wheels.

A compact people's electric car doesn't have to be a rocket

At least Renault deserves credit for not succumbing to the absurd performance arms race that seems to accompany the rise of e-mobility. Instead, they maintain a level of performance that is both efficiency-promoting and suitable for everyday use. Additionally, the Mégane E-Tech is said to be quieter, with developers reportedly putting substantial effort into tuning the chassis and rolling characteristics to match the nature of an electric vehicle.

Regardless, during the initial test seating, the Mégane E-Tech appeared quite appealing and well-made, with a touch of "crossover" aesthetics. However, it can't be said that the interior offers as much space as the engineers claim. A particular annoyance in the rear seats is that you can’t slide your feet under the front seats due to the flat floor without footwells, which proves to be rather inconvenient. If the person in front is tall, seating can be quite cramped, though at least there's an acceptable amount of headroom. The front seats, however, offer decent space. The trunk is indeed quite deep and is extended by a compartment for charging cables under the floor, but the 440 liters capacity is hard to believe at first.

Significantly less space than an e-Niro

To reference the e-Niro once again in the compact electric vehicle class, it certainly offers upper mid-range legroom and a larger trunk. The Mègane E-Tech does not quite pass as a family car or travel vehicle and offers significantly less space than the VW ID.3. The interior itself is pleasingly designed; the dual 12-inch display, consisting of a central screen and a large middle screen, is almost mandatory. More manufacturers are also adopting Android Auto, thus providing less potential for differentiation. The route planner with charging stops is something we've already seen in a similar form from Volvo, who, in turn, learned it from Tesla.

What does that mean?

Tendentially, the French "second act" would have to score with a favorable price and even better efficiency in operation than the Koreans offer. Otherwise, it won't have set the bar as high as the Zoe did at its introduction. Additionally, the larger electric vehicle under the diamond is not significantly bigger in interior and trunk space compared to the relatively spacious Zoe in relation to its external length. And the competition has now woken up, making the Megane E-Tech appear a bit like a "Me too" project. But let's wait and see how it drives. And the diamond is gradually making improvements.

Translated automatically from German.
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