‘I drove the affordable yet cute hatchback that won Car of the Year’

The new car market is going through a midlife crisis. About 120 years after the road-going passenger vehicle was invented, all of a sudden, famous brands are taking a look at what they were up to .

The and -designed started the trend for retro-themed models at the dawn of the 21st century, but in more recent years, we have seen the Honda E (a new take on the original Civic), the Volkswagen ID.Buzz (a Type 2 campervan for the ), and Microlino (the revised version of the ‘Bubble Car’).

However, looking ahead to models launching in 2025, it seems that is the king of the retro car. We are still waiting to know whether the UK will receive the , but the is very nearly ready to order.

As the name suggests, the little is heavily inspired by the original Renault 5. It was produced from 1972 to 1984 and quickly became one of Europe’s best-selling models due to its cute appearance, value for money, and low running costs.

The timing is perfect, with the 5 recently being awarded . However, does the retro Renault live up to all the hype? I spent a few days behind the wheel of one of the first in the country to find out.

Styling:

No matter how beautiful it originally looked, it is impossible for car companies to build a like-for-like recreation of one of their old models. In addition to the changing demands a driver wants from their car, tightening safety standards mean that vehicles are generally much larger and more rounded than they once were.

Fortunately, the Renault 5 E-Tech has transitioned into the 2020s very well, featuring all manner of styling cues from the 70s original. I love the straked vertical tail lights that climb up the C-pillars and the LED panel on the bonnet, which has replaced a conventional air vent.

However, if there’s one tiny thing that I dislike about the new Renault 5, it would have to be the colour scheme. Don’t get me wrong, I’m mad about the Pop Green my example came in, but who would want a green car with a red coachline? Fortunately, buyers can spec other options for the roof and coachline which seem a lot more pleasant.

Interior:

Whilst the Renault 5 is still decidedly 1970s on the outside, the little French supermini is generally very up-to-date inside. A lot of components are shared with other electric models, particularly the 10.1-inch touchscreen that is slightly tilted to suit the driver.

That said, there are plenty of touches that suit the model well. I’m a particular fan of the denim material that covers a small shelf in front of the passenger, not to mention the sports-style seats.

Nevertheless, the one thing that truly blew me away about the Renault 5 is the interior’s build quality. For a £23,000 car, the majority of materials used throughout feel very sturdy and carefully considered—a far cry from the hard, scratchy black plastics found on too many new cars today.

Practicality:

Whilst the Renault 5 E-Tech scores plenty of points for its style and build quality, it’s hardly a model that will get the attention of most Uber drivers. The driver and front occupant are certainly well supported and have a decent amount of head and legroom, but rear passengers will struggle.

I was still able to squeeze into the back of the 5, but even with the seat ahead pulled fairly forward, my kneecaps were still planted into position whilst my head was scraping against the headlining. It’s safe to say that the Renault 5 is best used by young families or as a two-seater.

That said, the Renault 5 E-Tech has a fairly capacious 326-litre boot, which can be expanded to 1,106 litres by folding the rear seats down. As a result, it is able to stow slightly more luggage than the Peugeot e208 and Citroen e-C3, but the BYD Dolphin offers a touch more.

Features:

Given its low price compared to rivals, drivers can hardly expect Rolls Royce-level features from the entry-level Renault 5 Evolution. However, it still comes with a heat pump (for more efficient heating), a large touchscreen with Apple CarPlay and Android Auto, dual-zone climate control, and 18-inch alloy wheels.

Renault’s infotainment system has its fair share of menus to trawl through. Still, the items drivers typically need, such as the Google Maps-powered satnav, radio controls, and phone contacts, are all easily accessible. Moreover, the heater and air conditioning controls are all tactile piano-key buttons that are pretty easy to use.

That said, not everything (or possibly everyone) in the Renault 5 is perfect. All examples come with a digital assistant called Reno, which is AI-powered and voice-activated to control features in the car or answer any questions drivers may have. It sounds good, but I found Reno to pop up and introduce himself several times in the same journey and randomly disappear when I was midway through asking him something—how rude!

Performance:

In addition to the two trim levels and one special edition, Renault 5 buyers can choose between a 120- or 150-bhp electric motor and a 40kWh or 52kWh battery pack.

In its most powerful guise, the little 5 will sprint from 0-62mph in 7.9 seconds and reach a limited top speed of 93mph. This is quite a bit slicker than the Citroen e-C3, but the Mini Cooper Electric will still happily outpace it, at least in a straight line.

On the flip side, the most careful Renault 5 drivers will be able to cover 248 miles without having to plug in – a very decent amount for such an affordable little car.

Driving:

Back in the early 1970s, the original Renault 5 was praised for being particularly refined on the roads compared to most of its rivals, and I would argue the same can be said about the new E-Tech version.

In either the Comfort or Sport mode, acceleration feels particularly sharp and could easily take corners confidently, albeit with a minimal amount of characteristic body roll.

In addition to the modes, drivers can select how heavy the steering is and whether regenerative braking is switched on. The latter feature is activated by the column-mounted gearstick, which I assume is another nod to cars of the past. Combined with all of the other levers mounted nearby (controlling the wipers, headlights, radio, and everything else a driver needs), it is somewhat overwhelming initially, but I managed to get used to it fairly quickly.

Nevertheless, few cars drive perfectly, and the Renault 5’s biggest flaw is its slightly cheap-feeling suspension. Sure, it’s far from the worst-feeling setup I’ve experienced, but it can be quite firm and noisy over poor surfaces.

Conclusion:

There is no doubt about it: for good looks, I think the Renault 5 E-Tech is one of the best small electric cars out there. I’m clearly not alone in that thought, with various pedestrians and other motorists peering over as I drove past. However, the 5’s beauty is more than skin deep.

Sure, £22,995 is still a very considerable amount of money, particularly for drivers switching over from a petrol or diesel car, but the 5 manages to undercut a number of rivals whilst also feeling exceptionally well-built. I can honestly say that I’ve driven cars for twice the price that felt cheaper.

Whether the model will sell strongly in a nation of sceptical motorists is another question. However, given how strong sales have started in its native France, I wouldn’t be surprised if it is not amongst the best-selling EVs this time next year.