It bleeds in predictably and proves very easy to get used to, and you can toggle through the modes easily via steering wheel-mounted paddles for maximum control, even if these tiny plastic appendages appear to be from a child’s toy.
#RESULT MEGANE PLUS#
Using the heavier regenerative-braking modes could even eke that up further there are three to choose from, including one that’s virtually a one-pedal driving mode, plus you can turn it off entirely for maximum free-wheeling. On a fairly fast test route that included motorway and some Sport mode- worthy country roads in middling temperatures, it still delivered an indicated 3.5 miles per kWh, or around 210 miles to a charge. We found the Mégane efficient in the real world, too. It certainly shows in terms of the handling vim, the well-judged ride and the impressive efficiency. That the 60kWh Mégane manages a WLTP range of 292 miles – much the same as the famously efficient Kia e-Niro 64kWh, despite a 4kWh- smaller usable battery capacity – says a lot. That’s largely thanks to a kerb weight of 1624kg, which is a result of new lighter battery and motor technology, weight savings in the aluminium door panels and a new heat pump and air-conditioning system that more efficiently reuses energy lost to help heat the cabin.For some context, that kerb weight is still a disappointing 300kg or so more than that of a petrol-powered Volkswagen Golf, but it’s also around 200kg lighter than a 58kWh Volkswagen ID 3, so the gains are clearly paying off. It can feel brittle over expansion joints, but our test car rode on those 20in wheels, and even with that factored in, the damping and bump absorption are good, especially since the Mégane’s heft is neatly tied down in cornering. There’s none of the stodgy post-bump wallowing that some EVs suffer. Ride comfort is good – potentially getting on for the best in the class, in fact. However, the roads were damp and we’re told that the engineers plan to sort this before the official launch, so we will reserve judgement for now. Which is good, because the biggest bugbear we have is the car’s tendency to spin its wheels up and squirm its way out of a corner if you unleash anything close to the 215bhp on tap.
You’re also given a good sense of how much traction is available and precise enough throttle response that you can adjust your cornering line intuitively with your right foot. Provided you can forgive the peculiarly squarish wheel, the steering response is quick yet light, even when weighted up in Sport mode, and works well with a front end that’s keen to dive into a corner.
Calling it a hot hatch is overstating the truth, but on the evidence of our drive in a 60kWh pre-production car, it would be fair to say that this is the most fun you can have in an electric family car in the £30,000-£40,000 price range.
As for how it drives? Well, Renault bandied about the phrase “this is the GTI of the class” in its press conference, which Volkswagen might not be too pleased about (nor Renault Sport, we imagine).