Renault 5: More Than an EV, a Nostalgic Masterpiece

Like many good stories, the rebirth of the Renault 5 began with a chance discovery. Renault’s CEO, Luca de Meo, was strolling through the office one day when he stumbled on a small, dust-covered model on a forgotten shelf in the design department. While most bosses would have left it to gather more dust, de Meo saw the future of Renault in that model. The idea to bring back the Renault 5 was born, this time as an electric car.

So began a bold new project. Engineers who had previously focused on making the electric Zoe less toaster-like were suddenly tasked with marrying a brand-new EV platform with an array of existing Renault and Dacia parts. Think Gordon Ramsay whipping up a gourmet meal from leftovers found in the back of your fridge. The result? The Renault 5 E-Tech Electric.

Renault proudly touts its liquid-cooled battery, faster charging, and a rear axle borrowed from the Dacia Duster. The company is keen to woo both nostalgic hipsters yearning for their youth and the TikTok generation, hoping the retro-inspired city car will charm them too.

Renault insists the new model is more than just another bland electric runabout. It’s a stylish, slightly quirky French attempt to prove cars can still be fun, even when there’s no petrol-powered roar.

The original Renault 5 was a true revolution: small, practical, and irresistible, perfectly timed for its era. The electric reboot has big shoes to fill. Renault believes the R5 E-Tech Electric is up to the challenge, packing it with modern tech to create something people in 2025 might want more than a cheap Chinese EV.

Will the Renault 5 E-Tech Electric truly unite vintage hipster tears with the eco-dreams of urban youth, or is it just another attempt to cash in on our collective nostalgia? Let’s find out.

The Renault 5 E-Tech Electric looks like it just escaped from a time machine. Its silhouette is instantly recognizable, even through heavy fog or from the back of an alpaca. It’s unmistakably a Renault 5, but not a tired replica—think of it as a modern version pumped up on steroids. The car sits low, compact, and surprisingly wide.

The wheel arches nod to the muscular R5 Turbo, hinting at rally potential even if it’s not going racing. Headlights get a retro square treatment, transporting you straight to the VHS era when every car had character. The taillights are upright, red, and crafted with a level of detail that’d make Michelangelo proud.

On the hood, an LED “5” is more than just a number—it’s a backlit indicator showing battery charge. Where the original had an air intake, the new one has digital smarts: five bars, each worth 20 percent of battery power.

Inside, the futuristic cabin is accented with fabrics that could come from a Parisian design studio—or your grandma’s kitchen curtains. Oddly, it works.

The dashboard features a wide screen and a horizontal shelf reminiscent of the classic R5, perfect for stashing menthol cigarettes or a tiny cassette player if you still have one. The seats are inspired by the Turbo model, complete with quirky winglets, bringing a hint of racing spirit to your grocery runs. The soft upholstery is made from recycled plastic bottles—yes, you’re essentially sitting on Sprite, and that’s no joke.

The Iconic Cinq trim is a burst of yellow, cheerful and bold. It’s a joyful contrast to the drab gray interiors most automakers seem to love. The lower trims feel more utilitarian, but the top version is as inviting as a trendy Berlin café.

Of course, some design flourishes are a bit much. The faux leather on the dash shines like a holiday ham, almost begging to be wrapped and roasted. But the seats, steering wheel, and buttons all feel quality—maybe not Bentley-level, but certainly above what you’d expect from a small city car.

There are two crisp displays: one for instruments, another for multimedia, both large and sharp. The design is minimalist, providing only the essentials: speed, navigation (via Google Maps), and a logical layout. Crucially, there are physical buttons for the main functions.

The gear selector, if you can call it that, is on the steering column and lacks a dedicated park mode. It’s tucked where you might instinctively reach for the wipers—a quirk to get used to.

Storage is present but modest. Front space is decent and comfortable, while the rear is fine unless you’re a sumo wrestler. Five adults only fit if one or two are invisible. The trunk offers a generous 326 liters—more than some rivals—with a hidden compartment for charging cables. Just don’t expect to stash a backpack there. There’s no frunk, as the front houses the motor and various components.

On the road, the Renault 5 handles like a little bulldog: small but glued to the tarmac. The ride is so well sorted you’d think the engineers swore to the tax office that they hadn’t stolen secrets from an F1 team. Under hard acceleration, you hear a faint whine, hinting at more potential power the electronics won’t let you unleash. The R5 is no Nürburgring champion, but it corners better than most in its class. There’s some body roll, just enough to remind you physics exist, but not enough to make you nervous. The brake-by-wire system is more convincing than in some sports cars, with a pedal feel that’s reassuringly solid.

This car won’t pin you to your seat, but that’s not the point. The 0–100 km/h sprint takes 7.9 seconds in the higher-powered version—plenty quick. Hit the accelerator and the car moves without drama. Top speed is 150 km/h.

At higher speeds, you’ll hear some wind noise from the A-pillars, but the audio system is good enough to drown it out.

Two powertrains are offered: 120 or 150 horsepower, both front-wheel drive. The battery sits under the floor, motor up front, everything else neatly arranged like a French bakery.

The R5 uses a Ni-NMC battery—nickel, manganese, and cobalt. The 40 kWh pack has three modules, the 52 kWh version features four. Fewer modules mean simpler assembly and easier maintenance.

Weighing in at 1400 to 1500 kg, the Renault 5 is a lightweight in the EV world.

The 52 kWh Comfort Range promises up to 410 km WLTP, while the 40 kWh Urban Range claims about 300 km. Realistically, expect less, as always. For city and short trips, it’s more than enough. On the highway at 125 km/h, range drops to about 200 km. Eco mode limits you to 115 km/h but boosts range by 15–20 percent. The R5 is, above all, a city car.

Charging is as hassle-free as ordering pizza. AC charging is 7 to 11 kW, depending on configuration—nothing groundbreaking, but enough for an overnight top-up. DC charging:
- Small battery: up to 80 kW, 10–80 percent in about 30 minutes.
- Larger battery: up to 100 kW, 15–80 percent in about 30 minutes.

Extra features:
- With Google Maps navigation, the R5 preheats the battery before reaching a charging station.
- V2L support lets you power other devices (run a coffee maker or charge your laptop in the woods).
- V2G ready, so you can sell electricity to your neighbor in the future.

Even the base Renault 5 is loaded with safety tech, outshining some rivals. Automatic emergency braking front and rear, lane keep assist that gently but firmly nudges you back in line, traffic sign recognition, and driver fatigue monitoring—all standard. Step up to the top trim for more advanced aids, increasingly essential in city driving.

The Iconic version can park itself. You just sit back and watch as the car handles the job you’d otherwise sweat through.

Six airbags—curtains, sides, and front—are all standard. Only the center airbag is missing, which is why Euro NCAP awarded four stars. It’s like saying your cake was delicious, but you left a cherry pit inside.

There’s also the “My Sense Perso” feature: configure which of the EU’s mandatory beeps and alerts you dislike, then silence them with just two taps. It’s more convenient than what most automakers offer.

While the original Renault 5 was as common in Europe during the 1970s and 80s as plastic curtains or a pack of cigarettes in a tractor driver’s pocket, the new R5 is more of a nostalgic remix—part retro, part future, without illusions of becoming a mass-market staple again. The old R5 was like the village bakery’s bread shelf—everyone needed it, everyone had it. The new one is a delicacy: not for everyone, but deeply appreciated by those who choose it.

But it’s no mere souvenir. The Renault 5 is a fully credible, sharp city car that manages to be thoroughly modern without rolling its eyes at itself.