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Renault 5 review

We get behind the wheel of the winner of the 2025 European Car of the Year award, and one of the best new EVs on the market – the Renault 5 E-Tech

The reborn Renault 5 is easily one of the most eagerly-awaited electric cars of recent years.

For those too young to remember, the award-winning Renault 5 was one of the first true superminis.

Between 1972 and 1995, more than five million were built, and the little hatchback is still fondly remembered.

Fast forward to 2025 and the 5 is back. Renault has wisely followed Fiat (500e) and BMW (MINI Cooper) down the electric retro route rather than revive a much-loved nameplate and slap it on a modern SUV (Ford Capri).

Now marketed as the Renault 5 E-Tech Electric, the new 5 is a bit bigger than the original, but thankfully its styling is utterly faithful to its famous forebear.

For the record, the original measured 3,660mm (length), 1,750mm (width) and 1,320mm (height), while the 2025 EV’s vital statistics are 3,922mm, 1,774mm and 1,498mm.

In other words, the most obvious difference is in height, due to the battery pack which stretches across the chassis below the seats, just like most new electric cars.

The good news is that unlike almost all EVs, you’re not perched because Renault’s comfortable seats adjust down. The result is that you feel much more involved as a driver.

The downside is that the already cramped rear passenger space is further compromised because it’s impossible to slip your feet under a lowered front seat. C’est la vie.

In fact, I would have given the driving position a 10/10 if it wasn’t for the fact that there’s no footrest for your left leg either.

The new Renault 5 is offered with a choice of two power units and two battery sizes, both employing a single electric motor driving the front wheels.

So that’s 40kWh (“urban range”) and 52kWh (“comfort range”) batteries, with power outputs of 118bhp and 148bhp respectively.

Perhaps more importantly that translates into ranges of 192 miles (40kWh) and 252 miles (52kWh) and 0-62mph sprint times of 9.0 seconds and 7.9 seconds.

The plus side of smaller batteries is that a rapid charge from a 100kW connection (80kW on the smaller battery) takes around 30 minutes, so even though long journeys require a stop or two, the downtime is reasonable.

Competitively priced from £21,495, the new Renault 5 is available with three regular trim levels – Evolution, Techno and Iconic Five.

Entry-level Evolution features 18-inch alloy wheels, climate control air-con, wireless smartphone connectivity, rear parking sensors, a 7.0-inch digital instrument panel and 10.1-inch central touchscreen.

Step up to the mid-range Techno and you get a larger 10-inch digital instrument panel, wireless phone charger, adaptive cruise control, ambient lighting, a rear-view camera and two-tone paint options.

Topping the range is the Iconic Five, with diamond-cut 18-inch alloy wheels, heated front seats, and extra safety features including blind-spot monitoring.

The Renault 5 is available in a set of vibrant colours (though I prefer Midnight Blue) and it’s packed with neat details, such as the reinvented vent grille on the bonnet (Techno trim and above) with an illuminated “5” that indicates the car’s charge status.

It’s less retro, and more funky and modern inside. Thankfully it’s not too minimalist, so there are some physical controls for essentials such as climate control.

However, the steering wheel is overloaded with stalks (gears, lights and washers), plus a stubby, dated one for audio, while the gear selector is fiddly.

Thankfully, the infotainment system has integrated Google services.

Overall, it’s well put together, and apart from a few hard, plastic surfaces, the upholstery fabric made from recycled plastic bottles works well, and the seats are very comfortable.

As previously mentioned, the rear seats are for small people only, while the boot delivers a useful 326 litres of space, expanding to 1,106 litres with the rear seats folded.

On the road, the Renault 5 doesn’t disappoint. I drove my test car (Iconic trim with the larger battery) on a range of UK roads. And it’s not often that I say this, but at the end of the week, I really didn’t want to give it back.

Though it’s not outstanding in any department, it’s right up there in most, and it has a certain je ne sais quoi.

A clever balance of comfort, refinement and fun, it’s nippy in town and fast enough out on the open road.

It’s agile too, with quick steering and almost no body roll in more challenging corners, while the brakes are nicely progressive and there’s plenty of grip, giving you the confidence to push on.

If you want more performance, then opt for the Alpine A290 – the hot hatch version based on the same platform from Renault’s performance arm.

Ultimately, the Renault 5 will sell largely because of its looks and keen pricing. And when you consider that the average car in the UK travels around 20 miles a day (about 140 miles per week) – then even its modest range shouldn’t put buyers off.

Talking of which, in real-world driving I’d estimate the 40kWh is good for 150 miles between charges, and the 52kWh around 200 miles.

Of course, the Renault 5’s natural habitat is in urban areas, in which case the range will go up, because EV batteries are much more efficient at slower speeds.

Verdict: The Renault 5 E-Tech is a breath of fresh air, brimming with joie de vivre. Affordable, fun to drive, comfortable and retro cool, it’s going to become a familiar sight on our roads.

Renault UK

Alfa Romeo Junior Veloce review: Behold, a proper EV hot hatch

We test the performance version of the Alfa Romeo Junior Elettrica – on track and UK roads for the first time…

At the end of last year, I spent an entertaining week with the entry-level Alfa Romeo Junior – the first electric car from the iconic Italian brand.

I concluded: “If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.”

Recently, I was invited to get behind the wheel of the range-topping Junior Veloce for the first time in the UK.

Just to recap, the Alfa Romeo Junior line-up is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce. If you prefer petrol, there’s also a mild hybrid (Ibrida).

All three EV models are front-wheel drive and use a 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the Veloce is uprated to 278bhp.

Significantly, the Veloce also has a lower ride height, wider track, stiffer anti-roll bars, bigger brakes, a quicker steering rack, uprated tyres and a mechanical Torsen D limited-slip differential.

The location for my introduction to the Veloce was Bedford Autodrome – owned by former Formula One driver Jonathan Palmer’s MotorSport Vision organisation.

There I got to drive the Veloce on the North Circuit’s long straight and challenging corners, plus a small handling course featuring two identical mirror-image layouts with straights, hairpins and doughnut circles, followed by a road route.

First impressions are great. Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is elegant and compact, managing to look both delicate and aggressive.

The Veloce enhances the sportiness of the standard Junior Elettrica with 20-inch diamond cut alloy wheels, contrasting black roof, tinted rear windows, red brake calipers and a sports styling kit.

Inside, there’s a leather steering wheel, sports pedals and kick plates, plus a supportive, six-way electrically operated driver’s seat with massage function.

There’s also a diamond black Scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo.

And just like the regular Junior, the cabin is very driver-centric, with a large central 10.25-inch infotainment screen angled towards you.

Crucially, and unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

And this pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

I selected Dynamic for the track sessions, then experienced all three on the road route.

The Veloce’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – totally controlled, with just a touch of torque steer.

For the record, it has a swift 0-62mph time of 5.9 seconds, a top speed of 124mph and 254 lb-ft (345 Nm) of torque.

The other important statistic is the Veloce’s kerb weight of 1,560 kg, which is light for an EV, and helps with the handling, which is nimble, yet planted.

I’m no track pro, but thanks to some excellent coaching, my lap times improved considerably as I worked on braking points and racing lines, pushing the Veloce to its limit.

The grippy Michelin Pilot Sport EV tyres deliver ample grip and the Veloce holds the road well. I could feel the differential working as I accelerated out of corners, with controlled body lean, yet without a hint of understeer.

I haven’t driven a go-kart like electric MINI Cooper on track, but I suspect the Alfa is smoother and more fun because of the well-judged chassis compliance.

Overall, the car itself feels remarkably assured – even on the edge – and the steering is quick and direct.

Ultimately, driving a good electric car on track is relatively straightforward because there’s instant torque and no gear changes, but when an EV is set up as well as the Junior Veloce, it’s even more fun and, frankly, flattering.

No car is perfect, and the Alfa is no exception. Though the brakes are effective, there’s a fair amount of pedal travel before they kick in big time. So, while the braking system is a step up from most other EVs, it could be better, and this is turn would inspire more confidence.

My only other quibble is the simulated sound, which helps create a sense of speed and power, but is no substitute for a combustion engine – or the audio delights of the clever Hyundai Ioniq 5 N.

The Alfa Romeo Junior Veloce is also entertaining on the road, whether you’re cruising along in Normal drive mode (for the best blend of performance and efficiency) or pushing on in Dynamic (fine for fun, shorter bursts with maximum power on tap). Advanced Efficiency mode dulls the engagement factor and is best left for motorway runs.

The other thing to say about the DNA drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Elsewhere, the Veloce is much the same as the basic Junior Elettrica and Junior Elettrica Speciale.

Visibility is decent at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

The biggest compromise with the Veloce is when it comes to price and range. Capable though it is, £42,295 is on the steep side. I suspect the sweet spot is just below £40k.

Also, Alfa Romeo claims the Junior Elettrica and Junior Elettrica Speciale can manage up to 255 miles on a full charge, but this drops to 207 miles for the Veloce.

In other words, in real-world driving, the entry-level Junior should have a range north of 200 miles, and the Veloce closer to 170 miles.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency. And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 20-80% charge time of less than 30 minutes at speeds up to 100kW DC.

Verdict: The Alfa Romeo Junior Veloce is a revelation. Stylish, sporty looks combined with superb handling and a great driving position have produced an engaging EV that feels much like an old-school hot hatch.

Alfa Romeo UK

MINI Aceman review

We road test the newest member of the MINI family – the five-door, all-electric Aceman compact crossover…

Effectively replacing the MINI Clubman estate, the Aceman plugs the gap between the Cooper hatchback and Countryman SUV.

Looking not unlike a pint-sized Countryman, the Aceman borrows heavily from its big brother with blocky styling and short overhangs. It also gets angular lighting units and an octagonal grille.

Built in China initially with UK production set to follow, the Aceman is also the first MINI only to be sold as an EV.

It’s not short of a few rivals either, with the likes of the Ford Puma Gen-E, Hyundai Kona Electric, Alfa Romeo Junior, Kia Niro EV, Jeep Avenger, Volvo EX30 and the Vauxhall Mokka Electric in its sights.

Priced from £31,220, the Aceman comes in three flavours – E, SE and John Cooper Works (JCW). Entry level E gets a 42.5kWh battery and 181bhp electric motor, which is good for a claimed 192-mile range and a 7.9-second 0-62mph time.

The SE benefits from a 54.2kWh battery pack and more potent 215bhp e- motor. It’s quicker to 62mph with a time of 7.1 seconds, while range is up to 252 miles on a full charge.

The sport JCW version also gets the 54.2kWh battery, plus a meaty 255bhp motor, resulting in a 0-62mph sprint time of just 6.4 seconds.

Rapid charging speeds peak at 70kW for the E and 95kW for the SE and JCW, so a 10-80% charge will take as little as 29 minutes in the E and 31 minutes in the SE and JCW versions.

What’s the interior like? Well, very similar to the Cooper and Countryman, which means that its fairly minimalist, compared to previous generation MINIs.

Built around MINI’s unique circular central OLED touchscreen, it’s largely button free, but thankfully a row of toggle switches has been retained.

There’s no driver’s instrument cluster, but at least all versions come with a head-up display – so you’re not forced to glance at the central screen to view essentials such as speed.

There are three trim levels (Classic, Exclusive and Sport) – each with its own theme. All get a 2D knitted textile trim on the dash panel.

Premium quality of the cabin has always been a MINI strength. Except for the soft synthetic leather seats, I’d say the new model isn’t quite as classy, with its blend of rough-textured ‘knitted’ fabric made from recycled materials and scratchy plastic surfaces below.

Cabin space in the back is a huge improvement on the basic MINI Cooper with just enough space for an adult to sit behind another adult. However, there’s a luggage capacity of only 300 litres in the boot, which might be challenging for family trips.

MINIs are known for their go-kart driving experience, and the Aceman EV doesn’t disappoint. I drove the E and SE versions and there’s fantastic performance thanks to all that instant torque, while sharp-steering, superb grip and almost no body lean make it feel like it’s running on rails.

That said, some may find the ride on the stiff side, and the handling can get fidgety on twisty, fast sections of road, so hold on tight.

At its worst it feels like you’re being jostled around in the cabin, but for the most part, it’s a classic MINI driving dynamic.

Maybe if the seating position was a tad lower (like the Cooper) the overall experience would be improved?

I suspect owners will probably stick to default Core mode with its light steering feel and moderate acceleration, but it’s fun to shift it into Go Kart for short bursts too, with its heavier steering and sharper throttle response.

Frankly, there not much to choose between the E and SE on the road. If anything, the lighter E (smaller battery) is a tad more nimble, despite having fewer horses.

Unlike many EVs, the brakes are progressive, while the regenerative system works well, with a good selection of levels. Traction is surprisingly good too, considering the Aceman is front-wheel drive.

In real-world driving, we’d expect the Aceman E to manage around 160 miles and the SE closer to 200 miles, depending on the weather, driving style and terrain. However, in urban driving, the range should be closer to the official WLTP figures.

Verdict: Uniquely styled, safe, genuinely fun-to-drive and packed with tech, the MINI Aceman EV crossover is a solid and practical step-up from the three-door Cooper, offering a bit more space and reasonable range for everyday trips.

MINI UK

MINI Cooper review

We get behind the wheel of the next-generation pure electric MINI hatchback…

As the saying goes, you wait ages for a bus and then two come along at once. MINIs are a bit like that.

After a lean period on the launch front, this year has already seen the unveiling of the all-new MINI Aceman crossover, and the introduction of the third generation MINI Countryman family SUV.

Now there’s the subject of this road test – the fifth-generation MINI hatch. Or to be precise, the MINI Cooper, as it’s now known.

Built on a new EV platform, there are two versions so far – the Cooper E and SE.

Priced from £30,000, the entry-level Cooper E gets a 40.7kWh battery that’s good for 190 miles of range in official tests. Power output is 187bhp, which means it’s capable of a swift 0-62mph time of 7.3 seconds.

Splash out on a Cooper SE (from £34,500) and battery capacity increases to 54.2kWh for a range of up to 250 miles. Its 215bhp means it can sprint to 62mph in an even quicker 6.7 seconds.

Just as importantly, the E and SE can be charged at 75kW and 95kW respectively, meaning a 10-80% recharge takes around 30 minutes.

Like the rest of the new MINI family, the Cooper embraces a more minimalist look. There’s no chrome trim, but there’s still that iconic body shape with the wheels pushed out to the corners, plus trademark circular headlights.

At the rear, the lights are customisable, so customers can choose between three different light signatures, including the familiar Union Flag option.

It’s paired back inside too, and now the centrepiece is the world’s first circular OLED display.

Serving as an instrument cluster and onboard infotainment hub, the stunning touchscreen is 9.4 inches in diameter. The upper half displays vehicle-related information such as speed and battery status, with the lower area is used for navigation, media, phone and climate.

Frankly, it’s a little overwhelming at first because there’s an awful lot going on there, but we reckon it would all start to make sense after a week or so of ownership. Thankfully, MINI has kept a few signature toggle switches below the touchscreen.

The display’s party trick is a range of different ‘Experience’ modes, which change the look of the infotainment system and the car’s driving characteristics.

The default ‘Experience’ mode is referred to as Core – the others are Green, Go-Kart, Personal, Vivid, Timeless and Balance. Whenever you change the mode there’s a corresponding animation and jingle that plays. You’ll either find these quirky or irritating.

There’s are three trim levels (Classic, Exclusive and Sport) – each with its own theme. Classic’s highlights include a 2D knitted textile dashboard covering and black synthetic leather sports seats. Exclusive gets a two-tone houndstooth pattern for its knitted textile trim on the dash panel and perforated sports seats, while Sport delivers multi-coloured knitted textile and black synthetic leather with red stitching.

There’s also the small matter of rear seat and boot space. Same old story here, because despite being a tad longer, the new MINI is still snug in the back, while luggage space is a modest 200 litres, rising to 800 litres with the rear seats folded.

That said, it is well equipped. Every MINI Cooper comes with adaptive cruise control, a rear-view camera, ambient lighting and a heated steering wheel, for instance.

MINIs are known for their go-kart driving experience, and the EV version doesn’t disappoint. There’s fantastic performance thanks to all that instant torque, while sharp-steering, superb grip and almost no body lean make it feel like it’s running on rails.

That said, some may find the ride on the stiff side, and the handling can get fidgety if you push too far.

I suspect owners will probably stick to default Core mode with its light steering feel and moderate throttle response, but it’s fun to shift it into Go Kart for short bursts too, with its heavier steering, quicker downshifts and sharper throttle response.

Frankly, there not a huge gulf between the E and SE on the road. If anything, the lighter E (smaller battery) is slightly more nimble, despite having fewer horses. Naturally, the E and SE are particularly easy to drive around town.

Unlike many EVs, the brakes are progressive, while the regenerative system works well, with a good selection of levels.

It always seems unfair to criticise road and wind noise when reviewing an EV, because obviously it’s going to be more noticeable, but it was higher than expected – especially on poorer road surfaces.

We drove both models back-to-back during an entertaining, sunny day in the Cotswolds. In real-world driving, we’d expect the Cooper E to manage around 160 miles and the SE closer to 200 miles, depending on the weather and location. And, if you drive mainly in urban areas, your range should be closer to the official WLTP figures.

Overall, the retro cool new Cooper is not perfect, but in many ways it’s everything you’d hope for from an electric MINI.

Verdict: The all-new, all-electric MINI Cooper is a worthy descendant of the iconic original. Yes, it’s much bigger, but it still oozes character, puts a big smile on your face, and it’s packed with cutting-edge tech. Job done.

MINI UK

All-new MINI Cooper goes into production in the UK

Gareth Herincx

21 hours ago
Auto News

The first fifth generation MINI Cooper has been manufactured at Plant Oxford, the home of MINI.

The first three-door model was driven off the production line by Charlie Cooper, grandson of the legendary John Cooper, whose heritage inspired the Cooper moniker.

The new MINI Cooper is the latest generation to be built in the UK, with all three BMW Group UK manufacturing sites contributing to production:

BMW Group Plant Swindon produces body pressings and sub-assemblies, while the latest highly-efficient three and four-cylinder petrol engines are built at BMW Group Plant Hams Hall in North Warwickshire.

Finally, these parts come together at MINI Plant Oxford where body shell production, paint and final assembly take place.

Since the launch of the first modern MINI in 2001, more than 4.4 million MINIs have been produced in the UK – including 150,000 MINI Electric models (built between 2019 and 2023).

The new MINI Cooper is the third member of the new MINI family, joining the MINI Cooper Electric and the new MINI Countryman. Available in two model variants: the MINI Cooper C and performance-enhanced MINI Cooper S, the latest three-door merges traditional brand values with innovative technology.

“This milestone underscores the commitment to our roots while propelling us into a dynamic future of driving,” said Stefanie Wurst, Head of MINI.

“Plant Oxford is the heart of the MINI brand, and today, as we witness the birth of this new chapter, we renew our pledge to craftsmanship and the thrill of motoring.”

Dr. Markus Grüneisl, Head of Plants Oxford and Swindon added, “We are delighted to welcome the new MINI Cooper to our lines in both Oxford and Swindon.

“The new MINI Cooper is an incredibly important car for our team and UK manufacturing. We are proud to produce this iconic car, loved all over the world.”

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