Renault Scenic E-Tech review

From £37,4958

The once genre-defining family car reinvents itself for the EV era

Find Renault Scenic E-Tech deals
New car deals
From £37,495
Nearly-new car deals
From £35,680
Other Services
Sell your car
84% get more money with

We’ll delve into the various strengths, weaknesses and quirks of the new Renault Scenic in just a moment, but perhaps the biggest story here is one comprehended merely by looking at the car.

You’ll notice that the fifth-generation Scenic on test here has a two-box design in the crossover style that’s now completely commonplace. This marks a seismic change in the Scenic philosophy, which for the previous four generations had been expressed with a one-box silhouette that the French call ‘monospace’.

The earliest Scenic of the mid-1990s was the brainchild of Renault’s visionary chief designer, Patrick Le Quement, and was the original sensibly sized MPV. It was regarded at the time as a revelation in packaging and usability, and the fact that the Scenic has now fallen into line with everything else in terms of its packaging really does represent the final nail in the MPV coffin. Thrusting SUV-type cars are what sells these days.

But even switching to a two-box design – even one as handsome as this new Scenic undeniably is – doesn’t guarantee success. The other big twist in the Scenic’s story is that the car is now solely electric-powered, and operating in the circa-£40,000, mid-size crossover EV sphere brings with it almost endless competition.

This new Renault goes up against the Skoda Enyaq, Tesla Model Y, the Volkswagen ID 4, Peugeot e-3008, the Hyundai Kona EV and lower-spec versions of Hyundai’s Ioniq 5, as well as its mechanically related cousin, the Nissan Ariya. Compared with the original of 1996, this Scenic could hardly be less niche-busting.

Advertisement
Back to top

Renault would argue that it doesn’t need to be. The new car’s sharp exterior design, plus an interesting interior that makes laudable use of recycled materials, along with strong on-paper driving range and adequate performance, will make it the natural choice for many buyers, according to the French car maker. What we will now find out is whether that really is the case.

Related Renault Scenic E-Tech reviews

The range at a glance

Models Power From
60kWh Techno 168bhp £37,440
87kWh Techno 215bhp £40,940

The Scenic E-Tech range consists of two powertrain options – one with a 60kWh battery and a 168bhp motor, and another with an 87kWh battery and a 215bhp motor – and three trim levels. Techno is the entry point and the line-up rises through Esprit Alpine to top-ranking Iconic. Four-wheel drive is a possibility with this platform but it is not, says Renault, on the cards for now.

Advertisement

DESIGN & STYLING

8
renault scenic e tech review 2024 02 rear tracking

The Scenic E-Tech is underpinned by the same modular CMF-EV architecture that you will find beneath the smaller Mégane E-Tech hatchback and the similarly sized Nissan Ariya.

Renault’s latest crossover is, in many ways, simply an enlarged version of the Mégane, with 100mm inserted into the wheelbase and 70mm or so of additional height. The Scenic is not all that big, mind: its roofline sits lower than that of even a Volkswagen ID 3, while its overall length is among the shortest in the segment. That may well appeal to urban-centric owners.

The mechanical layout consists of a floor-mounted lithium ion nickel-manganese-cobalt (NMC) battery pack with a drive motor ahead of it. This CMF-EV platform can accommodate a rear-mounted motor and therefore four-wheel drive but so far Renault’s E-Tech products have been front-wheel drive only, in the interests of efficiency and practicality. In eschewing a driven rear axle entirely, says Renault, greater boot space is available, and having the powertrain and charging apparatus housed almost entirely in the nose of the car reduces the need for cabling, which saves weight.

At launch, two batteries are offered – an entry-level 60kWh unit that yields an official WLTP range of 260 miles and an 87kWh Long Range option. It’s the latter that we’re testing here and it brings a claimed, and pretty mighty, range of 379 miles. That puts the Scenic right at the top of the class for outright autonomy. Even the Tesla Model Y, with its 331 miles, can’t match the French car.

As you might expect, the differences that stem from your choice of battery pack aren’t limited purely to range. The 60kWh model makes do with 168bhp and a maximum charging speed of 130kW, whereas the 87kWh car ups those figures to 215bhp and 150kW. Mind you, both cars put out a similar amount of torque, and when you consider that the entry-level model weighs 96kg less, at 1757kg, you can see why the difference in 0-62mph time is barely half a second in favour of the 87kWh car.

Aesthetically, the Scenic E-Tech is a striking car, as evidenced by the degree of attention it received during this test. One tester commented that there is something vaguely Peugeot about the chiselled front end. This observation is unlikely to go down too well in Boulogne-Billancourt but, equally, it isn’t a bad trait. To our eyes, the tail of the car looks equally sharp, with its Lamborghini-esque lighting.

The wheels continue the theme, with even the smallest ones being 19in diameter. Opt for either mid-ranking Esprit Alpine or top-rung Iconic trim and the Scenic E-Tech gets unmissable two-tone 20in wheels. All in, it’s very smart.

INTERIOR

7
renault scenic e tech review 2024 09 dash

When it comes to interior design, Renault’s recent efforts have moved far beyond the vaguely plasticky, grayscale creations of the not-so-distant past. The Scenic E-Tech is another example of the brand’s upward trajectory, with its blend of tactile materials and, in the case of our Iconic-grade car, some brighter hues that along with the panoramic roof bring a commendably bright and warm atmosphere.

The halo feature of the cabin is that roof, which, claims Renault, is the first in a mass-market car that can be fully or partially opacified in segments, thanks to polymer dispersed liquid crystals. It can also be controlled by voice, using the car’s Google Assistant. Perhaps that sounds a touch gimmicky, though the 30mm or so of head room this set-up saves over a mechanical blind is certainly useful.

Elsewhere, the Scenic’s innards show a mixture of clever storage elements and good comfort all round, albeit with some strange ergonomic quirks. The cockpit itself is nicely wrought, with an expensive-feeling quartic steering wheel ahead of you and the large, portrait-oriented central display usefully angled towards the driver. With physical controls for all the important commands and a phone-charging tray floating high above a centre console that offers a large amount of storage space, this cabin does an awful lot right in terms of general usability.

It’s therefore a shame that the digital rear-view mirror looms so large and cuts off a good degree of diagonal forward visibility. (It also prevents you from having the driver’s seat nicely perched up, as many like to set it.) The A-pillars are surprisingly large too, with solid quarterlights. The result is a cabin that feels quite expansive and lounge-like but that doesn’t actually make the car especially easy to drive about town.

Passenger and luggage space are commendable, mind, if not quite among the best in the class. Headroom in the back is MPV-esque (leg room is fine, albeit some way short of what you will find in, say, a Hyundai Ioniq 5) and Renault does in fairness make good on its promise of additional boot space by not having a rear-mounted motor. At 545 litres, the boot is big for a sub-4.5m-long car, and there is generous underfloor storage for cables and the like.

However, that floor is also rather a long way down from the boot lip, which leaves a substantial step up to the backs of the rear seats when they are folded down. Note also that there is no option of individually adjusting the position of second-row seats – a Scenic calling card of yesteryear.

Multimedia system

The Scenic E-Tech’s 12in touchscreen is responsive, crisp and a good deal easier to use than many others because of the way it’s angled towards the driver. The main climate controls also take the form of physical toggles that line up along the base of the display in an arrangement that gets a thumbs up from us for its fundamental eyes-still-on- the-road usability.

The software is Renault’s OpenR Link system. It offers more than 50 apps available from Google Play, though one of the most helpful is simply Google Maps, which is furnished with charge-related data from the car and can pre-condition the battery before a charging stop. The software even uses weather information to accurately estimate the remaining range.

The 410W Harman Kardon sound system in our test car offered well-defined reproduction by class standards.

ENGINES & PERFORMANCE

7
renault scenic e tech review 2024 17 front cornering

The question for crossovers like the Scenic isn’t whether they are fast enough per se, but whether their performance feels appropriate. Speed isn’t something buyers of this kind of car are looking for, but they will notice if acceleration feels a little sluggish out of that junction, or when they have the family aboard with a bit of luggage. 

So how does the Renault fare? On the whole, it’s adequately quick, though an as-tested 0-60mph time of 8.1sec for our 215bhp test car is perhaps a touch on the stingy side. The Mégane E-Tech we tested in 2022 was more than a second quicker and that felt about right. It’s a similar story for mid-range acceleration, where a 30-70mph time of 6.3sec highlights that overtaking slower traffic isn’t exactly arduous but could be a little easier. With closer to 240bhp, we would expect that time to fall to five or so seconds, which would feel quite a bit snappier on the road, and achieving that output with this car is well within Renault’s gift.

The Scenic’s speed limit warning sounds are like submarine sonar – an echoing two-tone ping. Thankfully, it’s fairly easy to turn off.
Vicky Parrott
Deputy reviews editor

The nature of the performance is sound, though. The accelerator pedal is responsive and the ramp-up of torque to the wheels is also well judged. You can play with the precise nature of the delivery via the car’s four Multi-Sense driving modes – Personal, Comfort, Eco and Sport – though the differences are subtle.

Far more noticeable are the four levels of regenerative braking, which you move through using the smooth paddles on the back of the steering wheel. The Renault has a broader spread of regenerative ‘effect’ than most EVs, and the four-stage modularity means you sometimes find yourself using the paddles on the fly – say, to shed a little speed when approaching a corner – rather than just setting and forgetting. It’s a nice bit of tuning, this, which is perhaps just as well given the imprecise, spongy feel of the brake pedal itself.

RIDE & HANDLING

8
renault scenic e tech review 2024 18 rear tracking

The Scenic’s steering has a frustrating hint of lethargy in its off-centre response but, in the main, this is rather a pleasing crossover to drive. Being quite modestly powered, traction is never an issue, as it can be with front-driven electric cars, and the Renault’s passive suspension set-up does a better than expected job of keeping the body flat while cornering.

Being electric, the car’s centre of gravity is at a similar height – if not lower, even – to where you would expect it in a conventional hatchback, and this imbues the Scenic with an easy-going confidence. If you really begin to flow it, you may even discover a little ‘throttle’ adjustability. We point this out not because it’s a must-have for the would-be Scenic E-Tech owner, but because it illustrates that this chassis has a basic, commendable rightness to it.

At the same time, this Renault isn’t short of a single-motor, rear-driven rival. The Volkswagen Group is a particularly strong exponent, and the VW ID 4 and Skoda Enyaq both possess a quietly satisfying rear-driven balance that’s unsurprisingly absent from the Scenic. In some way, this makes up for the overt lack of steering feel that all these fairly heavy (and thus generously assisted) crossovers exhibit.

Comfort and Isolation

The Scenic doesn’t quite deliver on the ride quality that French family cars have often been revered for – not in absolute terms, or by class standards. It is not an uncomfortable or uncouth family car, but in the absence of real driver appeal, standout road manners would have really underscored the Scenic’s characterful cabin and persuasively good looks.

On its 20in wheels and slim sidewalls, our test car’s occasional thump through a pothole or slight over-reactiveness on less-than-perfect asphalt mean it is simply ‘good’ rather than ‘great’.

It is, in fairness, a decently quiet car on the move. The default synthetic hum – composed by electronica specialist Jean-Michel Jarre – is less obtrusive than many such soundscapes that seek to convey a sense of speed through noise but, if preferred, you can turn it off entirely.

If you do, the Scenic is barely any louder on the move than a Volkswagen ID 7, which is to the Renault’s credit, given the German saloon is larger, more luxurious and commensurately more expensive.

MPG & RUNNING COSTS

8
renault scenic e tech review 2024 01 front tracking

Improved technology from supplier LG means the two-tier battery in the Scenic is 6% more energy-dense than that of the Mégane. A heat pump is also standard issue, whereas it is available only via top-ranking Iconic trim in the Mégane.

Then there is the fact that, at 87kWh, the more powerful Scenic’s battery is of comparable size to what you would find in a premium-brand EV costing considerably more – except that the Renault weighs quite a bit less than cars like the BMW i5, coming in at 1916kg on our scales. The result is an EV with excellent everyday, real-world range – 313 miles as tested, or about 260 miles if you’re travelling solely on motorways. The car performed reasonably well during our charging test, averaging 114kW between a 10% and 90% state of charge.

The entry-level Techno model doesn’t get the panoramic roof but it is still very well equipped and its 19in wheels should soften the Scenic’s ride a touch. We would probably miss the heated seats and steering wheel of loftier trims, mind
Matt Saunders
Road test editor

At more than £45,000, the list price for our 87kWh Iconic test car looks high but in fact the Renault is competitively pitched, given its equipment levels and driving range. It’s also worth noting that the entry-level Techno trim is hardly a bargain-basement specification yet shaves the price to a little over £40,000. Choose that route and you will mainly sacrifice the Harman Kardon sound system, the panoramic roof and heated, electric front seats.

Finance deals are reasonably competitive. The range-topping Iconic starts from just over £400 per month, with a £10,000 deposit on a 48-month lease. Entry-level Techno cars are closer to £365 per month.

VERDICT

8
renault scenic e tech review 2024 19 front tracking

Renault’s recent streak of delivering likeable cars continues with the Scenic E-Tech – a crossover that has sadly little in common with the innovative monospace concept of the original Scenic but is nonetheless attractive and capable enough that it may just earn itself a similarly dedicated following among family car shoppers.

Yes, the fifth-generation Scenic has conformed to today’s SUV norm, but it has an appealing blend of style, interior tech and driving range to ensure it ends up on the shortlist for anybody considering an electric car of this ilk. Tidy handling, adequate performance and, most notably, the ability to travel more than 300 miles in real-world driving give it some authority at this price point.

At the same time, in terms of outright interior space, in its not entirely polished road manners and for materials quality, the French car trails certain rivals. Not by an awful lot, but still – this is an immensely competitive class. Future updates should aim to address these aspects but retain the Scenic’s fine looks, lightness and long-leggedness. Just a touch more dynamic interest wouldn’t go amiss either.

Renault Scenic E-Tech news

Renault shifts self-driving focus from cars to minibuses
Renault shifts self-driving focus from cars to minibuses
Renault Scenic E-Tech wins Car of the Year 2024
Renault Scenic E-Tech wins Car of the Year 2024
New entry-level Renault Scenic cuts price to £37,495
New entry-level Renault Scenic cuts price to £37,495
New Renault Scenic undercuts Tesla Model Y at £41k
New Renault Scenic undercuts Tesla Model Y at £41k

Richard Lane

Richard Lane, Autocar
Title: Deputy road test editor

Richard joined Autocar in 2017 and like all road testers is typically found either behind a keyboard or steering wheel (or, these days, a yoke).

As deputy road test editor he delivers in-depth road tests and performance benchmarking, plus feature-length comparison stories between rival cars. He can also be found presenting on Autocar's YouTube channel.

Mostly interested in how cars feel on the road – the sensations and emotions they can evoke – Richard drives around 150 newly launched makes and models every year. His job is then to put the reader firmly in the driver's seat.