Renault 5 Review

Renault has not just revived an old badge here. It has built a car that feels carefully tuned to what small-EV buyers actually want. The Renault 5 looks distinctive enough to turn heads, yet it is still practical enough for everyday use and clever enough underneath to make a strong case as more than a style statement.

That matters, because this part of the EV market has become much more crowded. Cars such as the MINI Cooper Electric, Peugeot E-208, Citroen e-C3, Fiat 500e and various MG alternatives all bring different strengths, whether that is style, value or range. The Renault 5 has to do more than coast on nostalgia.

The good news is that it does. It feels fresh rather than retro for retro’s sake, and the basics are strong. The interior quality is better than many buyers may expect from a car this size, the boot is usefully large for a supermini and the way it drives strikes exactly the sort of balance most people will want from a small electric hatchback.

There is also a sensible range structure. The cheaper 40kWh car is the urban-focused version, while the 52kWh comfort-range models make the broader all-round case. That split gives the Renault 5 a wider appeal than some rivals that really only make sense in one particular version.

The key point is that the Renault 5 feels properly rounded. Plenty of electric superminis are either worthy but dull or fashionable but compromised. This one manages to be interesting without becoming awkward to live with.

For most buyers, the best Renault 5 is the techno+ with the 52kWh battery and 150hp motor. It gives you the more useful comfort-range battery, the more muscular performance and the trim level that feels like the sweet spot of the range.

The cheaper 40kWh Evolution still matters, because it brings the Renault 5 in at a much more accessible starting price and will suit buyers who do mostly shorter urban trips. But the 52kWh battery is the one that turns the Renault 5 into a much more complete small EV, because it brings the official range up to 252 miles and gives the car a stronger all-round feel.

As for trim, techno+ already adds the larger 10.3-inch driver display, Google built-in infotainment, rear-view camera and the more characterful interior finish that really suits the car. iconic five+ adds welcome luxury touches such as heated seats, a heated steering wheel and the Harman Kardon audio system, while Roland Garros+ is the design-led special edition for buyers who want the fullest visual treatment.

In simple terms, Evolution is the budget pick, techno+ is the smartest buy, iconic five+ is the plush one and Roland Garros+ is the style-led flagship.

The Renault 5 currently starts at £21,495 for the 120PS 40kWh Evolution. The 150PS 52kWh techno+ is £23,945, iconic five+ is £25,945 and Roland Garros+ tops the line-up at £26,945.

That pricing looks very competitive for what the Renault 5 offers. It undercuts some premium-feeling rivals while still bringing enough technology, design appeal and range to feel like much more than just a budget play.

Used examples are still scarce because the car is so new, but that should change quickly once more stock reaches the market. For now, the Renault 5’s new-car pricing is one of its biggest strengths.

The MINI Cooper Electric is one of the clearest alternatives because it targets a very similar buyer: someone who wants a small EV with personality rather than just transport. The MINI feels a little more premium and more overtly fashionable, but the Renault 5 counters with better rear doors, a more useful boot and stronger value.

The Peugeot E-208 is another obvious rival if you want a stylish electric supermini with a more mature, slightly more conventional feel. It remains a likeable car, but the Renault 5 feels fresher, more charming and more cleverly packaged overall.

The Citroen e-C3 is the budget-minded alternative. It does not have the same desirability or polish as the Renault, but it makes a very strong case if price matters more than image.

Beyond those three, the Fiat 500 Electric is still the style-first city EV, while larger but similarly priced cars such as the MG4 can tempt buyers who prioritise space and range over supermini proportions. The Renault 5 makes most sense if you want the best blend of desirability, usability and fun in a compact EV.

The Renault 5 is a genuinely small car by modern standards, and that compact footprint shapes the practicality story. Up front, things are very good. There is enough space, the driving position is comfortable and the seats are among the highlights of the whole interior.

Rear space is the compromise. The back seats are perfectly usable for children and fine for shorter adults, but taller passengers will notice the tight knee room quickly. This is the one area where the Renault 5 cannot quite disguise its compact size.

Boot space is much more convincing. At 326 litres, it is competitive for a supermini and comfortably ahead of some obvious rivals. That makes the car easier to recommend as an everyday small hatchback rather than just a fashionable city runabout.

So the Renault 5 is best thought of as a roomy-fronted supermini with a useful boot, rather than a miracle of rear-seat packaging. For many buyers, that will be a perfectly acceptable trade-off.

The Renault 5 measures 3,922mm long, 1,808mm wide & 1,498mm high. That keeps it compact enough for urban use and easy parking.

That small footprint is part of the car’s charm. It feels neat and manageable in the way superminis used to, yet it still carries enough cabin and boot space to function as a proper everyday car.

Renault has become very good at infotainment in its latest EVs, and the Renault 5 continues that form. The Google-based system is one of the easier ones to get on with, because the mapping is familiar, the screen responds promptly and the menus are generally logical.

Physical climate controls below the touchscreen help a lot, too. That means the Renault 5 avoids one of the most common frustrations in modern small cars and feels easier to operate on the move than some more screen-heavy rivals.

There is also plenty of clever detail in the software, particularly around route planning and battery information. For a small EV, it feels surprisingly grown up.

The Renault 5’s interior materials are another big plus. The fabrics feel warm and interesting, the design has real character and the overall quality is strong enough to make the car feel a touch more premium than its price might suggest.

The techno+ already feels distinctive, while iconic five+ and Roland Garros+ add richer trim and a more overtly special feel. This is not just a cute cabin. It is a genuinely well judged one.

The Renault 5 line-up starts with a 40kWh battery and a 120PS motor. That version has an official WLTP range of up to 192 miles and covers 0-62mph in 9.0 seconds, making it the clear urban-focused version of the range.

Above that sits the 52kWh battery paired with a 150PS motor. This is the version to focus on, because it cuts the 0-62mph time to 8.0 seconds and raises official WLTP range to 252 miles.

That makes the more powerful Renault 5 brisk rather than genuinely fast, but that is exactly right for a car like this. It feels lively enough to be entertaining without overwhelming the front tyres or making the car feel too serious.

For most buyers, the 52kWh car is the one to choose. It gives the Renault 5 the broader range and performance envelope needed to feel like more than just a city EV.

The Renault 5 delivers the typical modern electric supermini driving experience, with just a few flashes of character here and there to separate it from the marauding silent hordes. It is, naturally, an absolute doddle to drive, once you’ve figured out the steering column mounted gear selector and haven’t mistaken it for the wiper stalk.

There’s a slightly firm feel to the ride quality but not an uncomfortable one – more a well-judged tautness that doesn’t try to completely smother bumps but does take them in its stride, and rounds off their edges so you don’t get any uncomfortable thumps or bangs. Ordinarily we’d suggest going for a smaller wheel option if you really want to take the edge off but 18-inch wheels are the only option here – though perhaps because of this single wheel choice, Renault has been able to really tune the suspension to work with them, rather than compromising for umpteen different sizes.

The steering has a light, direct feel and is responsive without being twitchy – pretty much perfect for a car like this, since it works in town, on country roads, and on the motorway equally well. And when you start lobbing the 5 into corners in true small-car fashion, that taut ride comes into its own, since there’s little body lean and neat, tidy handling that doesn’t fall apart as the speeds rise. You can feel the weight in the car’s responses, and over undulations there’s a little more movement than you’d find in a lighter car, but generally Renault has judged the balance between ride and handling pretty well.

It’s quite good fun in fact, and feels pretty foolproof - there are safety systems in place to reduce the chance of trouble of course, but on dry roads it rarely calls them into action even if you’re being a little silly. The Renault 5 has one other ace up its sleeve too: an excellent turning circle. Those front wheels cut quite an angle, so low-speed driving, and parking, is an absolute breeze.

The Renault 5 earned a four-star Euro NCAP rating in 2024, which is respectable rather than class-leading.

Safety kit is strong for a small car, though. Renault packs in a long list of driver-assistance systems and also makes it relatively easy to tailor or mute some of the more intrusive alerts. That is a more useful real-world feature than it might first sound.

So while the crash-test headline is not a perfect five stars, the Renault 5 still feels well equipped in this area.

The 52kWh Renault 5 can rapid-charge at up to 100kW, which is perfectly adequate for a small EV. Renault quotes a 15 to 80 per cent top-up in around 30 minutes, while 11kW AC charging helps make home and destination charging more practical.

That means the Renault 5 should be easy enough to live with as long as you are not relying constantly on public rapid charging. The battery is small enough to keep charging sessions manageable and large enough to deliver useful range.

Renault provides a three-year manufacturer warranty, with the traction battery covered for eight years or 100,000 miles.

The better ownership detail is that scheduled maintenance is included for the first three years or 30,000 miles, which helps the Renault 5 feel a little more generous than the basic warranty line suggests.

The Renault 5 falls into insurance groups 18 to 22, which is on par with rivals like the MINI Cooper Electric. 

The Renault 5 now costs £200 a year in VED after year one, which is the current standard annual rate for electric cars.

The EV Expensive Car Supplement only applies to electric cars with a list price of more than £50,000, and the Renault 5 sits comfortably below that threshold. So there is no premium-car sting to worry about here.