Cupra Tavascan vs Renault Scenic E-Tech

What's the difference?

Like most Cupras, the Tavascan is affordable, stylish, practical, fun to drive and just that little bit different.

And it is clear the Volkswagen Group is trying hard to make the brand a success. That it can bring that formula to the medium EV SUV market with as much aplomb might just be enough to lure more than a few would-be Model Y buyers Barcelona’s way.

Definitely one to strongly consider.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Renault Scenic E-Tech is lining up against some heavy-hitting competitors, but Renault Australia admits it has one top of mind - the Kia EV5. The Kia’s a quality package and if you’re in the market for a mid-size electric SUV, you’ll no doubt have it on your shopping list. And you should have a look at this slightly smaller car, as well. It has the refinement, practicality and safety to stand up confidently in a rapidly expanding segment.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Although this mid-sized SUV is full of German VW Group DNA underneath, there are unique Cupra styling elements that do strive to evoke Spanish expression.

Designed in Barcelona, standout points include an insectoid trio of LEDs making up the headlights and tail-lights, an aggressive nose featuring a V-shaped bonnet bulge and lower-bumper treatment, a rising swage line in profile and pronounced rear diffuser.

While we appreciate the Tavascan’s styling flourishes, with the Manga-esque vent ‘eyes’, copper trim and floating wing-look upper dash-pad all gelling together nicely, the unique central spine design looks downmarket if not cheap, with an alien look and sheeny reptilian scale finish. There are too many things going on at once.

Built on the VW Group’s MEB EV architecture, the Cupra shares its platform with the VW ID.4, Skoda Enyaq and Audi Q4 e-tron SUVs within the VW Group, providing a sound engineering base, but also a tall, narrow appearance when seen rear-on.

Maybe that’s why the Tavascan achieves such an impressive drag coefficiency of 0.26.

Dimensions are 4644mm (length), 1861mm (width), 1597mm (height) and 2766mm (wheelbase), while ground clearance is a low 154mm.

For a so-called “Coupe Utility Vehicle” (CUV), all translate to quite acceptable interior space and practicality.

There are some design tips of the hat to Scenics past in this latest electric version, including blacked-out door pillars and a recognisably angular C-pillar treatment.

But despite the fact it debuted at the Munich IAA Motor Show in late 2023, from its slimline headlights and jagged grille to its sculpted flanks and saw tooth rear end, this fifth-generation Scenic looks contemporary from every angle.

A highlight is the large Renault diamond logo sitting at the centre of a faux upper grille, surrounded by a multitude of the same elongated hexagon shape as a cool recurring graphic, the pattern merging neatly into the headlights.

Speaking of which, the LED beams can be set to produce an elaborate welcome sequence as you approach the car.

The interior feels slick and screen-rich but not at the expense of user-friendly physical controls for audio, ventilation and other commonly used functions.

Recycled fabric on the dashboard and headliner looks and feels good while doing its bit to suppress cabin noise.

Speaking of which, the Scenic is Renault’s poster child for the use of recycled materials in its construction and end of life recyclability.

Everything from ferrous components consisting of 37 per cent recycled materials to a bonnet and doors made of up to 80 per cent recycled aluminium.

The dashboard cowling is made from kenaf, a plant fibre similar to jute; the steering wheel cover is 51 per cent bio-sourced; the cockpit uses 26 per cent recycled plastic; the storage bins in the door panels are 45 per cent recycled fibre, the floor mats are 54 per cent recycled plastic bottles and the seat upholstery is 100 per cent recycled fabric. The list goes on and on, but you get the idea.

Now, with all that CUV stuff in mind, the Tavascan manages to look and feel sporty whilst also offering a decent level of family friendly functionality.

Wide doors and a high hip point offer easy entry and egress, in a roomy and accommodating cabin, on seats that are brilliantly comfy and supportive – even in the base Endurance. These are of the integrated ‘tombstone’ variety with bolstered sides to help keep you snug and secure. They’re great.

So is the driving position, with its grippy little wheel, readily accessible switchgear (including the knobs on the spokes), clear view of the modestly sized digital instrumentation pod and angled touchscreen.

After all the criticism that the VW Group’s earlier iterations of this system had garnered – including in other Cupras – the Tavascan’s interface proved to be simple to navigate, fast to respond and pleasant to look at.

Furthermore, even with that rising window line, vision out is AOK and ventilation is fine, too.

The aforementioned central spine’s shape appears to come at the expense of storage, as there’s less of it than expected in an EV SUV. The small glovebox is disappointing. We’re not fans of the driver’s door power window switch bank, necessitating a distracting press of a ‘rear’ button to operate the back windows. And one of the test cars suffered from dash squeaks.

Moving on to the rear, with seating for five, there’s actually ample space for people up to about 180cm tall, while all the usual amenities apply, such as vent outlets, a pair of USB-C ports, a folding armrest with cup holders and overhead lighting. Nothing seems to be missing.

However, there is one important thing missing further back.

Yes, the Tavascan’s boot offers a handy 540 litres of cargo capacity, with a low, wide and flat floor capable of swallowing all sorts of stuff. And, of course, the 60/40 rear backrest fold down, boosting those numbers to between 1579L and 1604L depending on specification.

But, as with almost all EVs, there is no spare wheel. The aforementioned tyre mobility kit is bad news if you experience a severe puncture. Even a space-saver spare would be infinitely preferable.

In terms of how it all works in practice, at just under 4.5m long, close to 1.9m wide and less than 1.6m tall with a 2785mm wheelbase, the Scenic is more compact than the larger BYD Sealion 7 or Zeekr 7X, for example.

But there’s plenty of breathing room up front, with the centre screen angled towards the driver enhancing the cockpit feel for the one doing the steering.

There are large carpeted bins in the doors with room for bottles and a lidded storage box between the seats doubles as a centre armrest. That lid slides forward by 70mm to cover a small storage cubby under the front of it, which is a handy trick.

Locating the gear selector on the right-hand side of the steering column liberates extra space for a centre cupholder and large console storage bin. There’s a generous glove box and a wireless smartphone charger under the centre screen includes a rubberised base and two lugs to stop devices sliding around. Power and connectivity runs to two USB-C ports and a 12-volt socket.

Moving to the second row, sitting behind my 183cm driving position, while toe room is a little tight (with the driver’s seat set low down), there’s heaps of leg and headroom as well as enough shoulder room (and foot room thanks to a flat floor) for three adults on short to mid-length trips. A pair of adjustable centre air vents is also a welcome inclusion.  

Storage includes door bins (again with room for bottles), large and device-sized pockets on the front seat backs and the pièce de résistance is the evocatively named ‘Ingenious armrest’, which includes a storage area and two cupholders at the base of articulated horizontal arms that allow passengers to mount a phone or tablet at various angles in rubberised slots for joint or solo viewing.

It is, indeed, ingenious and four USB-C plugs (two in the armrest, two near the air vents) mean back-seaters won’t be short of power options.

Boot volume with the rear seats upright is useful at close to 545 litres (VDA), expanding to around 1670L with the 40/20/40 split-fold second row lowered. A power tailgate is standard across the range.

There are bag hooks, tie-down anchors, lighting and a 12-volt socket back there, although for V2L (vehicle to load) functionality you’ll need an accessory adapter to plug into the charge port.

Maximum braked trailer towing capacity is a handy 1100kg, but there’s no spare tyre, only a repair/inflator kit, which isn’t good enough.

The Scenic E-Tech starts from $55,990, before on-road costs, for the entry-grade Techno. Then there’s the Techno Long Range for $59,990, BOC, while the flagship Esprit Alpine comes in at $65,990.

That’s sharp relative to competitors and follows the brand getting a reality check with the Megane E-Tech after it launched here in late 2024, Renault shaving $10,000 off its price only a few months later.

Equipment highlights across the line-up include a 12-inch multimedia touchscreen, a 12.3-inch driver display, sat-nav, adaptive cruise control, a 360-degree surround-camera view, all LED exterior lights, wireless Android Auto and Apple CarPlay and six-speaker Arkamys audio.

There’s also dual-zone climate control, an electric tailgate, auto-folding side mirrors, cloth upholstery, heated front seats and steering wheel, 48-colour ambient interior lighting, keyless entry and start and 19-inch alloys (on the Techno models).

Then you can fold in over-the-air updates, access to remote services via the ‘MyRenault’ app and Google In-Built that enables voice-control for up to 70 car functions.

The Esprit Alpine ups the ante with 20-inch rims, nine-speaker Harman Kardon audio, synthetic leather and cloth seat trim, six-way power adjustment (with memory settings) for driver and front passenger seats, a massaging driver’s seat, brushed metal pedal covers and facial recognition for seat and mirror settings.

In short, the Scenic is well-equipped relative to its competitive set and cost of entry, with Renault confirming there are mainly demonstrator cars in dealers at the moment, with the majority of stock landing in late May or early June this year.

There are three optional paint choices - metallic ($800), two-tone ($1000) and matt ($1200), the latter exclusive to the Esprit Alpine.

Don’t go searching for more boot space under the bonnet – there isn’t any.

Plus, the main electric motor – a permanently excited synchronous unit – is located on the rear axle, driving the rear wheels via a single-speed transmission.

Tipping the scales at 2238kg, the Endurance makes 210kW of power, to offer a power-to-weight ratio of 94kW per tonne, as well as a 0-100km/h sprint time of 6.8 seconds, on the way to a top speed of 180km/h.

Meanwhile, the VZ also has a smaller, asynchronous 80kW/134Nm electric motor over the front axle, channelling up to 30 per cent of the SUV’s total power to the front wheels as traction requires, and upping the combined power maximum to 250kW. Tipping the scales at 2284kg, the VZ offers 109kW/tonne, while the 0-100km/h time slips to 5.5s. Both offer a 545Nm torque maximum.

The 400-volt MEB platform consists of MacPherson-style struts up front and a multi-link rear end. The VZ adds adaptive dampers. Braked towing capacity is 1000kg in Endurance and 1200kg in the VZ.

Like its Megane E-Tech sibling, the Scenic E-Tech uses an excited synchronous motor which Renault says is more efficient than the more commonly used permanent magnet type, with the bonus that it uses no rare earth materials.

The entry-level Scenic E-Tech Techno's fitted with a 60kWh NMC battery. Its electric motor transfers 125kW and 280Nm to the front wheels and Renault claims a 0-100km/h time of 8.6 seconds.

The Techno Long Range and top-spec Esprit Alpine pack an 87kWh battery and a more powerful motor, raising outputs to 160kW/300Nm and lowering the 0-100kmh sprint time to 7.9 seconds.

The Tavascan employs an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh.

Mounted down low in the structure to provide extra rigidity as well as balance, it helps the Cupra achieve a near-ideal 49/51 front/rear weight distribution.

The battery is also separated in 12 removable modules for easier repair and parts replacement.

When the accelerator is lifted or in ‘B’ mode, the electric motor acts as a generator to feed energy back into the battery. Three levels of brake energy recuperation is also available via the steering wheel’s paddle-shifters.

Cupra says that the Endurance RWD offers a WLTP range of 540km, while the circa-60kg heavier VZ AWD drops that to 499km, or 463km with the Extreme Package’s grippy high-performance tyres.

Officially, the combined average energy consumption figures are between 15.2 and 16.0kWh/100km in Endurance and between 16.5 and 16.8kWh/100km in the VZ.

Driving around Adelaide and beyond in the beautiful wine country, we managed between 15.0 and 22kWh/100km, as indicated on the Tavascan’s trip computer, which isn’t too bad.

The Cupra features an AC charging capacity of 11kW and DC charging capacity of 135kW.

Charging from empty to full when plugged in at home or work can take nearly 40 hours, or about 12.5hr with an optional 7.4kW wallbox, while a 10-80 per cent top-up using a standard 50kW fast charger needs about 75 minutes, or under half an hour if you find a super-fast 150kW outlet.

Official energy consumption numbers for the combined (urban/extra-urban) cycle are close between the two powertrains at 16.3kWh/100km for the Techno and 16.8kWh/100km for the Techno Long Range and Esprit Alpine, which are bang on average for the class.

Range for the standard Techno is 430km, which is at the lower end of expectations for a medium electric SUV but adding the bigger battery pushes that number out to 625km, which is much healthier and useful day-to-day.

On the launch drive program, which took in some urban but mostly rural B-road running, we saw an average consumption figure of 17.1kWh/100km in the Esprit Alpine, which is pretty good in those conditions.

The car’s 400V electrical architecture allows for DC charging at up to 130kW for the entry model and 150kW for the bigger-battery variants.

At that speed, claimed 15-80 per cent charge times are 32 and 37 minutes, respectively. Not the best, not the worst. AC charge capability is 11kW on all models and a Mode 3 charging cable is included.

Cupra prides itself as a builder of sporty, stylish and offbeat vehicles, and insists that the Tavascan is no exception.

With its design, interior presentation and powertrain supporting such expectations, the acid test is now how the Tavascan performs out on the road.

The really encouraging news is that, on our launch drive experience at least, Cupra’s coupe SUV serves up sportiness and a whole lot more besides.

Let’s start with performance.

Aided by a fine driving position, the Tavascan almost goes out of its way to normalise the EV operating experience, with the now-familiar VW Group column-mounted gear selector being reassuringly straight forward. You’re not left wondering if this thing is even on.

Choose the default Comfort drive setting, and the Cupra whooshes forward with eager yet measured forcefulness, so you’re spared unpleasant jerkiness. Speed builds up quickly and smoothly as the road opens up ahead. So far, so good.

Need extra muscle for overtaking or joining freeway traffic? There’s ample in reserve, revealing the real-world pace and response that even the least-expensive Tavascan offers. The Endurance is a deceptively brisk machine for the money. And that’s before the sportier driving modes are engaged.

Speaking of which, the steering is simply superb, offering sharp yet progressive cornering capabilities. You feel connected to the car, and that translates into very predictable handling and reassuring roadholding. Cupra is starting to shape up as one of our favourite non-German German-owned brands.

But the biggest shock is the Tavascan’s ride quality.

Now, though wearing 19-inch wheels and on steel springs, Cupra’s sporty leanings meant we expected the base grade to ride with tolerable firmness at best.

Instead, over Adelaide’s suburban streets leading into the hills (and then beyond), the suspension provided a sophisticated blend of suppleness and control, ably dealing with the rough stuff without any real abruptness.

Our only note here is that you can hear the suspension working underneath, in an endearingly old-fashioned mechanical way. Odd, but not to a distracting point.

Plus, while there are three levels of regen-braking assistance, we’d like the option of single-pedal driving capability.

Much the same dynamic flair applies to the Interior Package option that swaps out for 20s, except that the ride is clearly just that little bit firmer. But tyre and road drone do seem to drown out the suspension noise at times, but not to any alarming degree. Just in a typically German-engineered vehicle sort of way. No revelations here.

Switching to the VZ is equally revealing.

As you might expect, the extra power and additional (undisclosed) torque from the front electric motor are immediately obvious, elevating its performance significantly. Point, squirt, shoot. This thing really hustles along.

Yet it is the flagship’s balance and control of the chassis that came as a surprise.

Usually, the additional weight of two motors and 21-inch wheels detract from the driving pleasure of many an EV SUV with their shifting mass and heavier feel, but the VZ seemed to contain those tightly, and instead dishes up speed with agility and finesse.

Better still, the top spec’s standard adaptive dampers also seem to help deliver a supple and isolated ride, soaking up bigger potholes and that sort of thing, in a superior way that – we suspect – even the Endurance on 19s likely could not.

Factor in the beautifully nuanced and thoughtfully-tuned driver-assist tech systems, and – after months of driving at-times infuriating SUVs from China – the Chinese-made Tavascan feels anything but rushed or half-baked.

We’re impressed, at least on this first drive.

Ultimately, even after hours and hours behind the wheel, the Tavascan left us wanting more in a good way, not less. That’s a sure sign that the recipe is fundamentally right.

Renault says the entry-grade Scenic Techno will accelerate from 0-100km/h in 8.6 seconds with the more powerful Techno Long Range and Esprit Alpine lowering that number to 7.9sec. So, it’s quick without being scary fast.

It’s certainly nippy in traffic and at the risk of stating the bleeding obvious, quiet. Even in the context of premium EVs the Scenic is quiet and refined.

Suspension is strut front, multi-link rear and the car feels super planted. The launch drive took in some reasonably rapid twisting corners and there’s no hint of lateral movement in the car. Body roll is minimal, too.

Tyres are energy-efficient Michelin e.Primacy (Techno - 205/55x19 / Esprit Alpine - 235/45x20) and the steering is quick with a relatively low number of turns lock-to-lock. It’s never jerky or too sharp. Rather, it means the car starts to turn into a corner the instant you apply steering lock.

That said, the feel between your hands on the wheel and the front tyres on the road is less than intimate.

There are four drive modes - ‘Comfort, ‘Eco’, ‘Sport’ and ‘Custom’. None of them adjust the suspension tune, it’s more about accelerator response and we found Comfort delivers the best blend of right-foot urgency and overall composure.

Most of the braking you’re going to do will be courtesy of the regenerative system and there are five levels, adjustable via steering wheel paddles, including the most aggressive single-pedal mode.

The one-pedal setting pulls the car up nice and progressively and if you do need to use the physical brakes, they’re ventilated discs all around. Some bite on initial application, but even on downhill corner sections, leaning on them quite hard, they perform well without drama.

Under the heading of miscellaneous observations, you can sense the ADAS (Advanced Driver Assistance Systems) including functions like lane-keeping assist doing their thing occasionally, but it’s all quite subtle, which is a good thing.

The Esprit Alpine’s sports front seats remained grippy and comfortable after a couple of hours behind the wheel. And it’s worth noting the Scenic’s relatively compact 10.9-metre turning circle helps in slow-speed manoeuvring.

Speaking of which, some of the modes in the audio system and external warning sounds for pedestrian safety have been designed by French composer and performer Jean-Michel Jarre, noted for his electronic, ambient-style music. Hats off to Renault for commissioning him.

The Scenic E-Tech has a maximum five-star ANCAP rating from assessment in 2022 with active crash-avoidance tech including AEB (with pedestrian and cyclist detection and junction assist), adaptive cruise control, lane departure warning and lane-keep assist, blind-spot detection, traffic sign recognition, a 360-degree camera view, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring as well as front, side and rear parking sensors.

If a crash is unavoidable, there are seven airbags onboard including a front centre bag and for child seats there three top-tether points across the second row with ISOFIX anchor in the outer positions.

Here’s where the Tavascan loses some steam.

Each Tavascan is covered by a five-year/unlimited-kilometre warranty, which is only average nowadays and below the seven and even 10 years that some other EV brands provide. Free roadside assistance is provided for five years.

Service intervals are every two years or 30,000km, at a listed cost of $485 per visit. Alternatively, owners can pre-purchase six-year and 10-year service packages from $1310 and $2190 respectively.

An eight-year/160,000km battery warranty also applies.

Finally, Cupra also provides owners with the option of organising home or workplace AC charging solutions via Jetcharge, offering an $1800 ‘Lite’ or $2300 ‘Maxi’ charger, including installation.

Are all these enough to get the Tavascan over the line for you?

Warranty is five years/100,000km, which is well off the market pace with many competitors at seven, eight and up to 10 years conditional. The battery warranty at eight-year/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/30,000km and fixed price servicing is available at a reasonably sharp average of $325 per workshop visit for the first five years.

Renault has 52 dealers across the country covering major cities and key rural areas.