Renault 5 E‑Tech Roland-Garros review: stylish trim, premium price - but practicality takes a hit

Gareth H. Whitfield • April 14, 2026 02:44

Renault is pitching its Renault 5 E‑Tech Roland-Garros at buyers who want a small electric car with upmarket flair, complete with tennis-themed detailing and a higher-end cabin. The problem: this special edition is only available with the larger 52 kWh battery and 150 bhp motor, pushing the price to €36,490 - lofty money for a city car measuring 3.92 m long and 1.78 m wide.

A Roland-Garros makeover designed to feel exclusive

This Roland-Garros version leans heavily into its partnership with the Paris tennis tournament. The exterior gets a textured roof finish and decals styled to resemble the Saint Andrew’s cross motif associated with Roland-Garros branding.

Inside, Renault pairs light upholstery with trim in clay-court-inspired tones, while even the drive selector is styled to evoke a tennis racket handle - a clear attempt to justify the premium positioning.

Cabin quality is strong, but rear-seat space is the big drawback

Overall build quality feels convincing for the class, even if hard plastics remain prominent, as on cheaper trims. The dashboard design is a highlight, centred on two screens (10 inches and 10.1 inches) housed in a unit that nods to a vintage radio layout.

Renault has also retained physical controls for ventilation and driver-assistance settings, making it easy to adjust key functions quickly rather than digging through menus.

Where the car falls down is in the rear. Legroom is extremely tight, and the underfloor battery makes it difficult to slide feet under the front seats. Comfort is poor, and the middle rear seat is best considered an emergency option. Headroom, however, is reasonably acceptable thanks to the car’s fairly boxy roofline.

Renault 5 Roland-Garros dimensions

Measurement	Figure
Length	3.92 m
Width	1.78 m
Height	1.50 m
Wheelbase	2.54 m
Boot capacity	326 litres

Google-powered infotainment is a class-leading selling point

Renault quotes a 326-litre boot, though in practice the usable space feels tighter than the number suggests, and the high loading lip does it no favours. As an everyday family car - particularly for rear passengers - this Renault 5 is a compromise.

Up front, though, the experience improves markedly thanks to an infotainment system running Android Automotive. In this segment, it stands out for its responsiveness and logical layout. Renault says users can download close to 100 additional apps, and the voice assistant performs reliably, even with awkward requests.

The built-in sat-nav is also well executed, including route planning that can manage battery preconditioning to support faster charging on longer journeys.

Motorway range: under 200 km at 130 km/h in real-world use

Fast charging is one of the car’s stronger areas. It can reach 100 kW DC relatively quickly, surging through the first portion of the session before settling into a sustained 80 kW rate up to 60%, then dropping to around 50 kW beyond that point.

That helps offset a key weakness: high energy use at motorway speeds. At 130 km/h, consumption sits at roughly 24 kWh/100 km, which is disappointing for a car this small. With a 52 kWh battery, it becomes difficult to count on 200 km of range without cutting it fine.

Wind noise is kept reasonably in check, the driving position offers enough adjustment for a broad range of drivers, and the driver-assistance systems feel well calibrated.

On the road: sharp handling undermined by an inconsistent brake pedal

The Renault 5 is at its best on a twisty road. While the steering is not ultra-direct, it responds quickly, even if it feels slightly over-assisted. The chassis is a standout, and the firm suspension controls body movement confidently in corners.

Unusually for the class, a multi-link rear axle helps keep the car stable and planted, giving it a more mature feel than many small EVs. Performance is brisk, although the front tyres can occasionally struggle for traction under hard acceleration.

The main disappointment is the brake-by-wire pedal feel, which can go from little response to sudden bite, making smooth stops harder than they should be. Regenerative braking is also limited to a simple choice between D and B modes, with no multi-level adjustment, and there is no full one-pedal driving mode - a missed opportunity that could have reduced reliance on the awkward brake calibration.

City driving: distinctive pedestrian sound, easy manoeuvring - but a weak reversing camera

Around town, the pedestrian warning sound - composed by Jean-Michel Jarre - gives the Renault 5 a distinctive audio signature that stands out in traffic.

The car’s modest width makes it easy to thread through tight streets, and visibility is decent despite relatively thick windscreen pillars. A tight turning circle and light steering improve manoeuvrability, although the suspension remains firm over broken surfaces. The reversing camera, meanwhile, is notably lacking in clarity.

Equipment is generous, yet value still looks questionable

Standard kit is substantial, including:

18-inch alloy wheels
Ambient interior lighting
Heated front seats and heated steering wheel
Keyless entry and start
Automatic climate control
Heat pump
Over-the-air updates for five years
Bidirectional V2L charging

Even so, for outright price-to-equipment value, rivals can look more convincing - with the article citing the Hyundai Inster as a strong alternative.

Verdict: charming, well connected and fun - but expensive and best as a second car

As a stylish, premium-leaning small EV, the Renault 5 E‑Tech Roland-Garros makes a strong first impression. Like a Mini Cooper, it trades heavily on character, design appeal and a cabin that feels special, backed up by genuinely excellent infotainment.

But high motorway consumption, a steep asking price and extremely limited rear-seat usability restrict its appeal. For buyers set on the Renault 5 with the larger battery, the more sensibly priced Techno trim is suggested as the smarter choice.