The Renault 5 has won awards and received rave reviews, but what is this electric hatchback like to live with? Tim Pitt finds out.
Lined up on the starting grid at Goodwood, the two cars resemble the ‘before and after’ photos from a bodybuilding magazine. Each one is ostensibly a Renault 5, but the similarities almost end there.
On the left is my long-term test Renault 5 E-Tech. Compact and straight-sided, its classic hatchback proportions draw directly from the first two generations of R5. In normal circumstances, it looks understated and effortlessly cool: the fashionable EV du jour. Here, it seems decidedly out of its comfort zone.
On the right is the new 5 Turbo 3E, an electric hot hatch inspired by the original 5 Turbo. Squat and square-jawed, with comically swollen wheelarches to stretch over its wider track, this is the 5 after six months of pull-ups, squat thrusts, raw eggs and protein shakes. It’s also the fastest and most expensive car Renault has ever made.
First drives of the 5 Turbo 3E won’t take place until later this year, or perhaps early 2027, so when Renault invited me for a flat-out passenger ride around Goodwood Motor Circuit, chauffeured by one of its tame racing drivers, I jumped at the chance. EVs this exciting don’t come along very often.
How my long-term 5 E-Tech felt about this one-sided, David-and-Goliath encounter with its ‘mini-supercar’ sibling was less clear. But if a car was capable of arching an eyebrow, then giving a nonplussed Gallic shrug, I suspect it would have done so.
Classic 5 Turbos on show
The journey down through West Sussex on a balmy July evening was glorious. Unlike the related Alpine A290, the Renault isn’t a hot hatchback, but its well-judged damping and calmly calibrated controls make it a pleasure to drive.
This 150hp version offers zesty performance (entry-level cars have 120hp), even if you rarely feel inclined to squeeze every joule of energy from the 52kWh battery. I’m not convinced by Sport mode, either, which makes the car feel nervier and less fluid without improving performance. Loose-limbed Comfort mode works best, even on flowing country roads.
Arriving at Goodwood, I park alongside Renault royalty: a lineup of classic 5 Turbos brought along by their enthusiastic owners. Sold between 1980 and 1984, these mid-engined mutants were designed to meet rallying homologation rules, with enormous hips punctured by air intakes and cooling vents, plus one of the wackiest interiors ever seen in a production car (scarlet and bright blue in the red, W-reg Turbo pictured above, with an asymmetrical steering wheel).
By all accounts, the old-school Turbo is scarily snappy at the limit, while a total of 160hp from its fuel-injected, Garrett-boosted 1.4-litre engine barely outguns my new EV. Yet this middle-aged hatchback still looks like nothing else. Well, until the new Turbo 3E hums ominously into view.
Every detail is different
The Turbo 3E pictured here is a prototype and not registered for road use – hence being confined to Goodwood. A total of 1,980 cars (a nod to the Turbo’s birth year) are planned when production gets underway next year, priced at £135,000 apiece. Renault says the majority have already been sold.
With a 70kWh battery and two in-wheel motors delivering 540hp across its rear axle, the feistiest 5 can rocket to 62mph in 3.5 seconds and reach a maximum of 165mph. More prosaically, it also charges at up to 350kW and can eke out 250 miles of range – albeit not when performing hot laps at one of Britain’s fastest circuits.
Although the 3E is still recognisably a Renault 5, virtually every detail is different. In fact, the only external parts shared with my long-termer are the tail lights, wing mirrors and door handles. This particular car has a red and black colour scheme, but there are numerous liveries and other ways for buyers customise their Turbo 3E. Dive head-first into the options list and you could splash £200,000.
Inside the Renault 5 Turbo 3E
Inside, the 5 Turbo 3E clearly means business, with chunky sills, Perspex side windows, a substantial roll cage and carbon fibre bucket seats fitted with five-point Sabelt harnesses. It has the raw, no-nonsense ambiance of a racing car.
That didn’t stop Renault from having some fun, though. The digital graphics on the dashboard are inspired by retro video games, including a virtual teddy bear named ‘Drifty’. Yes, really. There’s also a prominent boost button on the steering wheel and an upright, rallying-style hydraulic handbrake. This car’s seats are trimmed in the same garish red and blue as the classic R5 Turbo in the car park, too.
There’s no eruption of noise when Renault’s driver presses the start button (marked ‘Free Play’ – another reference to gaming), but the Turbo 3E is primed and ready. “You OK?” he asks, selecting Drive while holding the car firmly on the brake. “Oh, definitely OK,” I respond a bit too quickly. “Then let’s go…”
Slide away, give it all you’ve got
With up to 3,540 lb ft of torque from its in-wheel motors, all channeled through 275-section Michelin Pilot Sport Cup 2 rear tyres, the car is traction-limited off the line. No doubt, it feels supercar-quick, but it isn’t brutally accelerative like, for example, a new Porsche Cayenne Turbo Electric.
Hurtling into the first corner at Madgewick, there’s more dive under braking and body-roll than I’d expected, but I remind myself that this is a road car – not simply a track toy. Unlike some EV manufacturers, Renault hasn’t layered on an artificial soundtrack, so most of the noise comes from those wide tyres, particularly as our speed increases and the car starts to move around.
Indeed, it seems ‘Drifty’ has whispered in my driver’s ear, because all of a sudden we’re going very sideways indeed. With so much power, a short wheelbase and a wheel-at-each-corner stance, the Renault flicks back and forth with gleeful abandon, taking the long right-hander at Lavant like it’s auditioning for the next Gymkhana video. It feels playful and exuberant, a car that doesn’t take itself too seriously.
Racing drivers always make their jobs look easy, and I’m sure there is considerable skill involved in hustling this hyper-hatch around Goodwood. Nonetheless, the way the Turbo 3E will settle into a slide, transition back to the direction of travel, then slingshot away feels balanced and not too intimidating. At least from the passenger seat.
Back in the real world
After a couple of intense laps in the Turbo 3E, I clamber out with brain buzzing and nerves tingling. Then I peel off my race suit, swig some cold water and climb back into my Renault 5 ordinaire for the journey home.
There will be no going sideways this time, but driving back as the curtain of dusk falls slowly across a perfect summer evening is its own reward. I even take the long route, avoiding the M23 and M25 to meander through pretty villages and along hedge-lined lanes.
For my next long-term report, it’ll be back to reality with a bump, as I discuss what the R5 is like to live with, including questions of interior space, battery range and charging costs. Ah well, it was fun while it lasted.
Keep reading for my first report on running a Renault 5 E-Tech.
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Renault 5 E-Tech 2026 long-term review – first report
My first rendez-vous with the Renault 5 was at a rain-lashed EV charging hub, just off the A1(M) in Stevenage. Not the most auspicious start, you might think, but somehow this little car seemed to prise the sunshine out from between leaden clouds. I was smitten.
The occasion was a driving day for UK Car of the Year. Some of Britain’s top motoring journalists (and, ahem, yours truly) had gathered to test all the contenders for the 2026 title. There were eight vehicles in total, each already a winner in its class, from the Citroen C3 Aircross (small crossover) to the Audi A6 Avant (estate car).
Interestingly, the Renault 5’s sportier sibling, the Alpine A290 hot hatchback, was also among the finalists; it represented the performance car category.
I voted for the Renault that day, charmed by its chic styling, lively performance, nimble handling, good build quality and compelling value for money. And evidently I wasn’t the only one. A few weeks later, the 5 was announced as the overall UKCOTY 2026 winner.
Still, a whirlwind first date is one thing. A long-term relationship is quite another. Would those initial rays of sunshine fizzle out like a holiday romance? That’s what I aim to find out.
Living with a Renault 5
The plan is to spend three months with a Renault 5, then a further three with an Alpine A290. The cars will be driven daily, used for everything from school runs to weekends away. I’ll share my honest, unvarnished thoughts on how they drive and what they’re like to live with – plus keep a close eye on energy consumption, running costs and how battery range stacks up in different conditions.
As it turned out, the arrival of the 5 was remarkably well-timed. Firstly, the Pitts have moved to a new home with a) a driveway, and b) a wallbox charger installed. We previously had a terraced house with on-street parking only, which meant relying on the public charger network whenever I tested an electric car. The result was some very elongated and stressful journeys, along with charging costs similar to refuelling a petrol car. It’s been said before, but unless you can charge at home, buying an EV really doesn’t make sense. At least, not yet.
Secondly, our (t)rusty family car, a Mk5 Volkswagen Golf GTI, was recently side-swiped by a truck, forcing it off the road to await repairs. So the Renault really is our only transport for the time being. Will it truly be practical enough for a family of four?
Electric Car Grant saving
Putting aside the Roland-Garros – a special edition with clay-coloured details and gear lever inspired by a tennis racket handle – there are three tiers to the new Renault 5 range.
Base spec is called Evolution, costs from £21,495 (or typically £229 per month) and uses a 40kWh battery for 120hp, 0-62mph in 9.0 seconds and 192 miles of range. It comes with 18-inch alloy wheels, a 10.1-inch touchscreen, Apple CarPlay and Android Auto phone connectivity, cruise control, rear parking sensors and a heat pump.
Stepping up to Techno+ costs £23,495 (or £249 per month) and gets you a larger 52kWh battery: good for 150hp, 0-62mph in 7.9 seconds and 252 miles between fill-ups. Extra equipment includes an LED ‘5’ charge indicator on the bonnet, a reversing camera, a wireless charging pad, Google Maps navigation and ambient interior lighting.
My car is fully loaded Iconic Five+ spec: yours for £25,945 or £269 a month. With the 52kWh battery and 150hp, performance figures are identical to the Techno+, but this range-topper gains diamond-cut alloy wheels, heated seats, a heated steering wheel, blind-spot monitoring and hands-free automatic parking.
Interestingly, when it comes to the UK Government’s official Electric Car Grant, the 40kWh Evolution model only qualifies for a £1,500 incentive, whereas Techno+ and Iconic Five+ versions with the 52kWh battery – which is locally sourced from Renault’s factory in Douai, France – are eligible for the full £3,750 discount. In other words, the more powerful, longer-range R5 is actually better value. Très bon.
Inside the Renault 5 E-Tech
Pop Green! (exclamation mark very much included) is the only ‘free’ paint colour on the Renault 5. Otherwise, the disappointingly limited range of hues comprises Diamond Black (£650), Midnight Blue (£750), Arctic White (£750) and Pop Yellow! (£900).
My test car is Midnight Blue, with a Diamond Black roof framed by Warm Titanium pinstripes. It’s a relatively subtle spec… until you open the door and see inside. The vibrant yellow upholstery is made from 100 percent recycled textiles, with a matching colour for the stitching, light-up ‘Renault 5’ script and retro graphics on the driver’s digital display.
Again, there are knowing nods to the classic 5 in the shape of the big-bolstered seats and sculpted dashboard, even if few of today’s buyers will spot them.
Unlike the Renault 5 GT Turbo I lusted after in the 1980s, though, the plastics no longer seem to be off-cuts from a yoghurt pot factory. Only the column stalk drive selector – used to switch between neutral, drive and reverse – feels a bit flimsy.
Easter eggs all year round
So far, I’ve enjoyed discovering the 5’s surprise-and-delight details: the Tricolore flags in the headlights, for instance, or the French cockerels tucked in the corner of the windscreen and inside the boot closure. It feels like more than simply a car built down to a cost.
My favourite detail so far, however, is the fabric tag hidden inside the driver’s seat-back pocket, which depicts four generations of R5: the 1972 original, 1980 mid-engined Turbo, 1984 ‘Supercinq’ and current E-Tech. I only discovered it when clearing out my son’s packed lunch leftovers, which had been considerately stuffed into the seat in front. Still, every cloud…
These are early days with the R5 and I’ll report back in more detail soon. Yet it’s fair to say that, after that promising start at UKCOTY, the honeymoon period isn’t over yet.
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