Test drive in the Renault 4: Retro charm with real usability

There are plenty of examples of successful retro design. BMW set the standard with the revived Mini, while Fiat followed with the 500 – a small car that still wins hearts. Such cars are often bought with the head, but when the heart also plays a role because it is more than “just” a vehicle with an interchangeable design, buyers are willing to spend more – or even choose that specific model for emotional reasons.

When Fiat relaunched the 500, Luca de Meo was part of the top management team. The later electric version of the Fiat 500 was attractive but too expensive for the technology it offered – by then, de Meo had already moved on. He seemed to recall those retro successes when he was CEO of Renault and commissioned an entire family of small electric cars inspired by iconic models from Renault’s past.

In 2025, there are many reasons why a new car with a retro design appeals to customers. Perhaps someone drove the original back in the day, or it was part of family life. Or it was the dream car they could not have at the time – and now the electric version becomes a realistic choice. The emotional connection is easy to establish. But in the end, the car has to deliver more than good looks.

Just like then: R4 as the practical sibling of the R5

Renault has already made its mark with the R5, a design hit that perfectly references its historic predecessor. Even those unfamiliar with the original Renault 5 can see the appeal – the new model is simply a good-looking car. But it has one major drawback: space. Despite being a five-door, it barely accommodates two adults in a row, with the rear seats proving particularly cramped. Stylish, yes – but not a truly practical four-seater.

That is where the Renault 4 comes in. The R4 E-Tech Electric borrows key design cues from the original “Quatrelle”, built more than eight million times between 1961 and 1994. The new version measures 4.14 metres, comfortably breaking the four-metre mark that would have been unthinkable for a small car in the 1960s or 70s. But crucially, it avoids the issue of the R5: it offers generous space throughout, with a boot that is exceptionally large for its size. And at 4.14 metres, the R4 E-Tech Electric remains compact enough to handle everyday life with ease.

The technology beneath the bodywork is (almost) the same: the AmpR Small platform comes with a 40-kWh battery as standard, while the “large” version carries 52 kWh. This enables 308 and 408 kilometres of range, respectively. For our drive through the German countryside, we used the “Comfort Range” version with the larger battery. It is paired with a 110 kW electric motor, while the base model offers 90 kW. Customers can choose between the familiar Evolution, Techno and Iconic trims known from the Renault 5. Prices start at €29,400 for the smaller battery and €32,400 for the larger one.

The larger battery is ordered far more frequently. For the “Urban Range” battery, Renault Germany only offers the entry-level Evolution trim – most likely to advertise a starting price of under €30,000. Anyone wanting another trim level must choose the larger battery. “With the Renault 4 E-Tech, we see clear demand for higher ranges and are focusing our line-up there,” says Alexander Albrecht, Brand Manager at Renault Germany. In Techno trim (from €34,400) and Iconic (from €36,400), however, the Renault 4 is already noticeably more expensive.

Customers tend to equip the Renault 4 well

Albrecht points to the Renault 5 as an example: the 52-kWh battery was initially only offered with the higher Techno and Iconic trims, not with Evolution. But repeated requests from fleet customers for the larger battery with the entry-level trim led Renault to add this option. As a result, the previously announced €24,990 model was postponed, and customers who had registered interest in it were offered a special deal on another R5.

In other words: if demand shifts, Renault may still adapt the offer for the R4, and cheaper versions with the smaller battery remain conceivable. For now, Renault expects one in two German customers to opt for Techno and one in four for the top Iconic trim – meaning that well over €35,000 will be spent on average. Our test car was listed at €38,850 – on top of the €36,400 Iconic trim came €750 for the Harman Kardon system, €750 for the Safety & Advanced Driving package, another €750 for the two-tone paint and €200 for the V2L adapter. Almost €39,000 for a 4.14-metre car makes a statement.

At departure, the fully charged test car displayed a range of 402 kilometres, which seems achievable under optimal conditions. At times, we managed to drive the Renault 4 with a relatively low consumption of 12.2 kWh/100 km through Cologne and across country roads. On the motorway, however, consumption rose noticeably, with the steep front end taking its toll. Ultimately, efficiency depends heavily on driving style and personal use profile. For predominantly short distances, the smaller battery may indeed suffice, provided a home charging option is available and long trips are rare.

The Renault 4 also impresses on the road with a special feature that the previously introduced R5 did not offer: adjustable recuperation via the shift paddles on the steering wheel – right up to one-pedal drive. For many customers, it will probably suffice to set the level of regenerative braking once in the menu and leave it constant. Other EV drivers, however, will appreciate being able to adjust recuperation depending on the situation – coasting on the motorway, fine-tuning the regen on a downhill country road so the car does not pick up speed, and switching to one-pedal drive in stop-and-go city traffic. And all this is not hidden in the menu, but right at the driver’s fingertips on the steering wheel.

When it comes to charging, the platform for Renault’s small cars (and the forthcoming Japanese derivatives from Nissan and Mitsubishi) delivers the expected, market-standard specification – nothing more, nothing less. AC charging is possible at up to 11 kW, which is acceptable given the battery sizes. Of course, 22 kW would be better for some customers, but also more expensive. DC charging is designed so both batteries can charge from ten to 80 per cent in 30 minutes. With the 52-kWh pack, this translates into roughly 300 kilometres of motorway range between stops, which is just about sufficient for swift progress. The smaller battery, however, clearly reaches its limits on long trips: having to stop every 200 kilometres for a half-hour top-up is no longer competitive in 2025. The upcoming small EVs from the Volkswagen Group promise slightly better charging times, but no real-world consumption figures or ranges are yet available for the expected 38-kWh LFP battery.

Plenty of neat details inside and out

Fortunately, Renault includes battery preconditioning via the navigation system with planned charging stops as part of this “market-standard” package – a feature that remains absent in many Stellantis models and is particularly important in winter. Renault also goes a step beyond with some practical touches: the charging port, for example, includes a stop button that instantly halts charging and releases the cable. In practice, this can save a lot of time, as drivers do not need to end the session via the car’s touchscreen or the charging station. Anyone who has stood in heavy rain at an uncovered charger, waiting for the column software to unlock the plug, will welcome this little button – such details are often dropped in the €30,000 segment.

Renault has also incorporated a number of appealing design elements into the production model – at least on our high-spec Iconic test car. The tricolour on the charging flap, the three-dimensional rear lights, the practical elastic straps for luggage or the charging cable in the boot (again with blue-white-red accents) all stand out. Anyone who enjoys such design flourishes will find the R4 rewarding.

But the Renault 4 does not neglect practicality either: there are useful storage compartments everywhere, which can even be further divided with 3D-printed accessories. And for that French touch, there is a baguette holder – though I would personally remove it. Call me German and boring, but in the passenger footwell, it proved more of an obstacle. I prefer to keep shopping bags in the boot or at my feet, and I rarely take the car to the bakery. The use cases for the baguette holder are thus very limited.

The boot is bigger than in the ID.3

What really impresses is the boot. At 420 litres, it is larger on paper than that of the VW ID.3, which is positioned half a class higher. Under the boot floor there is an additional 35-litre compartment, for example for the charging cable. Alternatively, the cable can be secured at the side with one of the elastic straps mentioned earlier – useful for frequent AC charging. Thanks to a loading sill just 61 centimetres high, the boot is easy to use. A family of four can easily travel for several days in this small car; 420 litres is more than enough. And since not only the rear bench but also the passenger seat can be folded, objects up to 2.20 metres long can be carried.

Passengers also enjoy ample space. Unlike in the R5, where two adults over 1.80 metres tall can barely sit one behind the other comfortably, the R4 copes much better. The front is roomy and typical for the class, while the rear bench offers surprisingly generous legroom. Of course, Renault’s engineers cannot perform miracles: the battery in the underfloor means the rear seat base is rather low, with knees raised accordingly. But since feet can slide under the front seats, the overall seating position is acceptable even for adults – we are still talking about a car just 4.14 metres long. The fact that all three rear seats come with ISOFIX will also appeal to families.

High-quality interior, sometimes questionable ergonomics

Where many EVs costing €40,000 or more still present a plastic-heavy interior, the Renault 4 feels refreshingly different. The dashboard in front of the passenger is upholstered in fabric that mirrors the seat pattern. Most plastics are foamed and pleasant to the touch, and the ambient lighting creates a genuinely comfortable atmosphere. With the right options, the Renault 4 can feel very upmarket.

Renault has largely avoided the long-standing trend of piano black surfaces – thankfully – except for the steering wheel buttons. Unfortunately, these are the very controls touched most often, and they attract fingerprints like nothing else. Speaking of controls: with four stalks and 15 buttons, the steering wheel feels overloaded. Renault has moved the gear selector from the centre console to the steering column to free up storage space below. But since the brand also retains its traditional audio stalk, the right-hand side of the wheel now hosts three stalks. The result is not only a cluttered layout, but also an unnaturally high position for the gear selector – albeit decorated with a neat tricolour detail. Still, with practice it becomes manageable.

The Android-based infotainment system is straightforward overall. The structure is logical, and remembering menu items will not take long. The user interface is not perfect, however: it is convenient that the seat and steering wheel heating can be controlled directly from icons at the bottom of the screen, rather than hidden in submenus. But the order is odd – driver’s seat heating, passenger’s seat heating, then steering wheel heating. The function most relevant to the driver is placed closest to the passenger, while the passenger’s seat heating icon sits awkwardly in the middle. Still, if these are the biggest criticisms, the overall system is well executed.

To round off practicality, Renault also offers a tow bar option for the R4 E-Tech Electric. Although the maximum towing capacity with a braked trailer is limited to 750 kilograms, it is better than nothing. It is also more than sufficient for a bike rack.

Conclusion

No, the Renault 4 may not be quite as stylish as the Renault 5 – in my opinion. The retro charm is undeniable, but crucially, it does not come at the expense of usability. Anyone seeking a genuinely practical EV smaller than the usual compact segment should give the Renault 4 a close look.
Our test car was not cheap, but it was solidly finished. Opting for a lower trim reduces the price, though the ID.3 with its smallest battery still undercuts the R4’s list price. On the other hand, the ID.3 is also noticeably longer – which is not ideal for everyone. All in all, the Renault 4 offers a well-balanced overall package, even if Renault charges handsomely for its retro charm.