Renault 5 review

Is the Renault 5 a good car?

If you’ve been waiting for a small electric car to come along that you actually want to run out and buy, the Renault 5 might just be it. Yes it plays on nostalgia, and to some the retro design might tread a little too closely to pastiche, but there’s so much joy in this little package that it’s impossible not to love. Better yet, from a purely practical standpoint it has just enough space inside, decent electric range and competitive price points across both powertrain options; it ticks all the boxes that need to be ticked.

How much does the Renault 5 cost?

Renault has yet to announce official UK pricing for the new 5, but we have a fairly clear idea of how the range will be structured and its kicking-off points. The line-up will start with the 40kWh battery and base Evolution trim for £23,000. Above this will sit the Techno, which will cost around £2,000 more, with the top-spec Iconic Five model a further £2,000. Both Techno and Iconic trims will also be available with the larger 52kWh battery, again costing an extra £2,000. This will make the top-spec R5 around £29,000, which is £1000 less than the very basic electric MINI Cooper E and top-spec Fiat 500e La Prima.

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The front-mounted 148bhp electric motor is smooth and well-calibrated, but does have a slight motor whine that you won’t find on rivals like the new MINI Cooper E. It rides better, though, and has just enough of a spritely edge to keep things entertaining in the corners. For bigger thrills, we suspect the sportier R5-based Alpine A290 will be the more dynamic choice. Read more about the Renault 5's electric motors, performance and drive here…

The Renault 5’s small footprint and relatively low weight reap dividends when it comes to running costs. Range is good, if not great, for the size of battery, but if you keep your speeds low or stay in urban areas, it should match the 249-mile claimed range figure. However, on motorways and at high speeds, the relatively large frontal area hampers range. Read more about the Renault 5's range, charging and running costs…

Renault has gone full steam ahead with the R5’s design and interior, packaging lots of content, style and retro-references into what is a relatively small car. This comes with a couple of ergonomic quirks, but the technology is very impressive, and should prove to remain that way thanks to an updatable Google-based interface. Read more about the Renault 5's interior, design and technology…

Interior space has not been a priority with the R5’s development, and this can be seen in elements like the relatively tight rear seats and lack of versatility in the cargo space. The car isn’t quite as spacious inside as a Corsa Electric or E-208, or as cleverly packaged as the forthcoming Fiat Grande Panda. But, when compared with its chief rival, the MINI Cooper E, its rear doors and larger boot strike a good balance between space and style. The comfort levels are also excellent thanks in large part to the ergonomic seats that are modelled on those in the original Renault 5 Turbo. Read more about the Renault 5's boot space, comfort and practicality…

The R5 has yet to be put through the Euro NCAP safety test, but Renault has a stellar reputation in this department, with even the oldest models in its range largely receiving a full five-star rating. There’s nothing to suggest the R5 will be any different, and with a full suite of modern safety aids – both passive and active – it’s very likely to hit the mark. Read more about the Renault 5's reliability and safety…

Renault 5 alternatives

The fight for the right to rule the small, desirable supermini segment now comes down to three retro-inspired models that have not just transformed the notion of desirability in this area of the market, but also sold in huge numbers.

MINI is the brand that Renault will want to emulate most, and right on cue there’s a new generation of models in both electric and petrol forms that represent the R5’s biggest rival. Both the bigger-battery R5 and Cooper SE feature similarly sized 50kWh-ish packs, front-mounted motors and around 250 miles of range. The MINI has three doors compared with the Renault’s five, and while an electric five-door MINI isn’t yet on the cards, there is the new Aceman to consider. 

The key difference is that model-for-model the R5 will undercut the MINI by around £5,000 – a lot of money at this end of the marketplace. Not only that, but Renault also doesn’t skimp on standard equipment, and while the R5 is relatively compact inside, it still beats the MINI for both rear-seat and boot space. The new MINI is the more engaging drive, but it also rides more firmly, which ultimately limits its appeal as a daily driver. 

Sitting below both R5 and MINI is the Fiat 500E, a model that’s more aligned with the smaller 40kWh R5. It still can’t get close to the R5’s circa-190 mile range, sitting at around 140 miles, and at its entry point is more than a tad under-nourished when it comes to standard equipment. Spec it up and it’ll cost more than an equivalent R5. 

The Renault’s vital statistics also compare well to those of more mainstream electric superminis such as the Vauxhall Corsa Electric and Peugeot E-208, both of which start at around £30,000. Spec-for-spec, the R5 definitely shows the Stellantis pair a clean set of heels. 

So the R5 is set to be great value, and as such it also stands as one of the first in a new era of more affordable EVs that will rapidly come on stream. This includes cars like the new Citroen e-C3 and Fiat Grande Panda, both of which lower the price of entry below the R5’s £23k. They also have equivalent range figures, and offer more space. So while the R5 looks on point right now, things will change.