The fifth model in the French carmaker’s model range is officially called the Megane E-Tech 100% electric to differentiate it. When the end-of-cycle fourth-generation Megane, which you can still buy with internal combustion engines, soon lives out its cycle, we’ll probably only have this one – an electric one. We’ve internally differentiated the MeganE from the Megane this simply…
We had MeganE in an editorial test earlier this year. Back then, however, we struggled with sub-zero temperatures and the fact that these were still pre-production pieces for journalists, which showed some bugs in the infotainment or the powertrain. Now, however, we’ve spent a full week testing a similarly equipped piece, with the same power, battery and equipment, in relatively optimal temperature conditions for electric cars. So how’s the MeganE doing on the consumption front!
But first, let’s talk about the car itself. The electric MeganE is noticeably smaller and a noticeable 160mm shorter compared to the fourth-generation hatchback. At 4,200mm long, it’s one of the smallest cars in the lower mid-range, and its width is smaller too. The flat -46mm is already quite noticeable in the interior. The space in the rear seats is more cramped, but given the smaller proportions, we were again surprised by the boot volume, which is up to 389 litres and also has another solidly sized space underneath, for example for charging cables.
We still don t have the option to choose between two versions, like in the “west”. The cheapest version of the EV40 has a smaller battery with 40kWh capacity and also a weaker motor with 96kW/130k. The claimed range is 300 km. This version, which should be considerably cheaper, is still not available to order.
So we had a MeganE available again with noticeably more equipment, but most importantly a bigger battery pack, which has a capacity of 60 kWh and extends the range by a noticeable 150km. The engine will also add a good helping of power to the engine too, as with 160kW/220bhp it’s easier to reveal a quality chassis. The MeganE will suddenly become a more fun to drive pre-Car.
So MeganE uses the CMF-EV platform with an “all in front” concept. Under the front bonnet operates a synchronous electric motor with a wound rotor, which provides the maximum power of the aforementioned 160 kW and torque of up to 300Nm, and this in the range of electric motor speeds from 100-4,714.
In the case of the EV60 220 Optimum Charge tested, sixty denotes battery capacity in kWh, 220 then denotes power in horsepower, and Optimum Charge indicates that the car can handle direct current (DC) charging of up to 130 kW.
The manifestation of the electric motor is nice, in that typical electric car way. It has a quick response to the right pedal and a smooth and flowing acceleration that is accompanied by silence. Dynamics are very decent, and not just at low speeds. The responsive acceleration in situations where you need to do 80 to 130 km/h overtaking, for example, is also nice.
The more powerful MeganE also performs decently on the motorway, at least until the electric motor limiter kicks in at 160km/h and you get overtaken by one of those older Clio’s with the 1.2 petrol.
So, what’s the consumption… The on-board computer threw out nice numbers during the test, except perhaps on the highway. After exiting it, the display almost always showed a figure of over 23 kWh/100 km.
Otherwise, I’ve been driving 16 kWh/100 km in the bigger city and even 13.4 kWh/100 km on the county roads. The long-term average was 15.8 kWh/100 km. Temperatures hit 20-25 degrees lightly, and of course I didn’t miss the comfort of the air conditioning, the top-of-the-line BOSE audio system, and the occasional corner sweep.
Renault quotes a range of up to 454 kilometres for this version of the MeganE. And measured consumption shows that 400 km and more is achievable in certain circumstances. My long term average, with combustion engine habits, comes out to some 380 km. That’s already the imaginary limit where I personally could imagine operating with an electric car on a daily basis.
Charging is also pretty fast. With a 130kW charger, a nearly empty battery should fully recharge in one hour and 15 minutes. The manufacturer also adds that the Megane E-Tech EV60 220 Optimum Charge can recharge for 250km of driving in 25 minutes. Charging from 0 to 100% AC with up to 22 kW of power should take 3 hours and 15 minutes.
The reality on the ZSE stand was even 133kW, where the MeganE managed to recharge the battery from 13% to 80% in about 35 minutes. On a 50kW stand, the MeganE charged from 33% to 100% in 80 minutes. You can’t charge the MeganE from a domestic 230V socket in perhaps two days, but even then that’s just an emergency overnight recharge so that the battery is at least warmed up in the morning.
The MeganE doesn’t disappoint with its driving characteristics either. In this discipline, electric cars are visibly improving, and the MeganE is no exception. A number of details contribute to the final result, but above all the multi-link rear axle, the optimum tuning of the damping characteristics and the surprisingly low operating weight for an electric car, which is 1711kg, of which the battery weighs 394kg.
So, thanks to its relatively low weight, the car doesn’t even suffer from the longitudinal wobble that plagues most EVs when driving over bumps. The electric MeganE is only about 100kg heavier than the older version with conventional engines, which is still on offer.
The Megane E-Tech 100% electric EV60 220 Optimum Charge has, I admit, pleasantly surprised me again. And in perhaps all the important areas – it offers a sophisticated interior, pleases with an extremely comfortable ride, and the 160kW electric motor gives it a likeable dynamism.
In terms of normal cruising, the MeganE we tested is a very likeable car that’s nice and easy to drive, plus it’s comfortable and quiet. If you’re looking around for an electric compact, be sure to give the new MeganE a try – it might surprise you too.
