Kia Pv5 vs Renault Megane E-Tech

What's the difference?

The PV5 Cargo has been designed from scratch as a full-electric van resulting in a refined and sophisticated workhorse that's enjoyable to drive. Its modest cargo volume won’t suit all mid-size van buyers but its compact dimensions, clever cabin design with ample storage, zero 'tailpipe' emissions, 3.6kW V2L practicality and long service intervals should make it well suited to a wide variety of working roles.

The design for the Renault Megane E-Tech is top-notch and the eco-conscious footprint is even better. It’s an easy and comfortable car to be in but the price is a smidge too high in my opinion when you consider there’s currently only one choice for us Aussies and it’s a mid-spec variant at that. It also misses out on some items its rivals have but is a solid EV to consider for urban dwellers.

The PV5 Cargo’s exterior styling is clean and boxy with a practical appearance that embraces Kia’s signature ‘Tiger Face’ design language, including distinctive LED daytime running lights that extend into the windscreen pillars. Its slippery aerodynamic drag co-efficient of just 0.286 Cd would be impressive for a passenger car and outstanding for a commercial van in optimising energy efficiency (see driving range).

The minimalist cabin design is spacious and practical with a fabric-trimmed pair of bucket seats and a dash that’s free of protrusions to allow drivers ‘walk through’ access to the passenger door, which is appealing for delivery work.

The PV5’s compact 4695mm overall length is not only more than half a metre shorter than the Toyota HiAce but also slightly shorter than a Peugeot Partner LWB small van, so it makes light work of accessing tight parking spaces.

It also rides on a 2995mm wheelbase with a compact 11-metre turning circle to enable easy manoeuvering in confined spaces. And the PV5’s 1899mm height is almost 100mm lower than the HiAce, providing more clearance in height restricted areas like multi-storey car parks which is handy if carrying loads on the roof.

The front motor/front-wheel drive layout also eliminates the need for a driveshaft to the rear wheels, resulting in a conspicuously low floor height of only 419mm for easier loading and generous internal load height (see Practicality).

The E-Tech’s plump body panelling gives me some cute marshmallow vibes from certain angles but there are enough features to keep it looking slick, like the fun LED headlights, massive 20-inch alloys and optional two-tone paintwork.

I’m also a fan of the door handles on the E-Tech as they add some nice focal points, because the front has auto-flush handles that pop out on approach and the back door handles are positioned on the C-pillar.

If you're eco-conscious the E-Tech ticks the box because Renault has designed it to be 90 per cent recyclable.

The body is made of aluminium and can be reformed and shaped into new products at the end of its life. The interior materials are made from recycled fabrics and trims; even the lithium-ion battery is free from any rare earth minerals.

Head inside the cabin and the grey knit trims and upholstery on the seats, doors and dashboard creates a cabin space that feels warm and inviting. It's a similar feel to the Polestar 2 - simple but refined.

Although, with my kid around I have higher anxiety about dirtying them!

Its 1910kg kerb weight is relatively light for a full-electric van which when deducted from its 2650kg GVM results in a 740kg payload. It’s also rated to tow up to 750kg of (braked or unbraked) trailer which although small compared to diesel rivals is probably not a high priority for electric van buyers.

The cargo bay’s key dimensions are 2250mm in length and 1565mm in width with its low floor allowing 1520mm of internal load height, which surprisingly is 180mm more than the HiAce and superior to Transit Custom and Staria Load despite the PV5’s lower roof height.

However, its compact dimensions also result in a cargo bay load volume of 4420 litres (VDA) or just over 4.4 cubic metres which is less than major mid-size rivals (typically around low-5.0 to high-6.0 cubic metres) so it may not suit buyers requiring higher load volumes.

Even so, according to our tape measure the PV5 should just fit a standard 1165mm-square Aussie pallet or two 800 x 1200mm Euro pallets with the rear pallet loaded longitudinally, given the relatively narrow 920mm floor width between the rear wheel housings dictated by the low-riding suspension architecture.

High build quality is evident throughout the solid-walled cargo bay which is accessed via sliding doors on each side with 775mm openings (so no side pallet loading) or from the rear through twin-swing doors with 180-degree opening to optimise forklift and loading dock access. No swing-up tailgate option is available.

The walls and doors are lined to mid-height and the load floor is equipped with eight sturdy load anchorage points. There’s also bright LED lighting and a 3.6kW V2L three-pin wall socket behind a neat sliding cover.

Abundant storage is evident throughout the well-designed cabin, including three tiers in each door with the largest central bins providing twin bottle holders.

The dash has a sizeable clamshell-lid compartment ahead of the driver with its own USB-C port, along with a glove box and central fascia offering two more USB-C ports, A 12V socket, wireless phone charging and a large drawer at floor level.

There’s also storage compartments under each seat and lidded underfloor storage in both footwells, plus a sizeable console between the seats containing two cup holders and a large bin. An unusual but welcome inclusion is bins behind each seat, which are ideal for storing items like the portable AC charger/cable bag.

The E-Tech’s cabin is fairly roomy up front with plenty of head- and legroom. The front seats are super comfortable with powered lumbar support and I wouldn’t mind them not being powered if the price point was a bit lower. 

The rear seat is comfortable enough once you get seated but the top of the door apertures are low, and I have to duck my head to get in and out.

Your head also brushes against the roof lining in the back which isn't terribly comfortable, especially considering there is no fold-down armrest to lean on.

The front row benefits the most with individual storage and you get a lot of options to choose from but the centre console is one of the most practical I’ve seen for the class. Lots of pockets and nooks that feature adjustable 'walls'.

You get a single permanent cupholder but with the removable walls, accommodation for a second cup or bottle, can be catered for.

Underneath the multimedia screen you get a dedicated phone shelf, which I love using.

In the rear, you get two map pockets and shallow bin storage in each door.

The charging options are good with two USB-C ports in each row as well as a 12-volt outlet and a wireless charging pad up front but you miss out on V2L (Vehicle to Load) functionality in this model.

The 9.0-inch touchscreen multimedia system looks great headlining the dash and is easy to access and use. The system rebooted once on me while driving but other than that everything is responsive.

You get wireless Apple CarPlay and Android Auto and the CarPlay is easy to get started.

The steering wheel has numerous stalks, controls, regen paddle shifters and even the gearshifter on the column, too. It takes a beat to get used to it but I like how driver orientated it is.

The boot offers great storage at 440L but it’s a deep well, which might be annoying if you’re unloading heavier gear. There is underfloor storage for the cables, too, and like I said, you miss out on a powered tailgate.

For the moment, the Megane E-Tech is being offered in only one grade for the Australian market and that’s the Techno EV60, which is the mid-level version of Renault’s brand new EV.

The EV60 is priced from $64,990, before on-road costs, and that positions it right in the middle of its rivals. The nearest competitor is the Hyundai Kona Extended Range at $60,500 MSRP, newcomer Toyota bZ4X 2WD slides in at $66,000 MSRP and the Volvo C40 Plus sits at $78,990 MSRP.

The E-Tech comes with a decent array of features for a mid-spec variant and premium items include heated front seats, a heated steering wheel, a digital rear view mirror and wireless functionality for Apple CarPlay and Android Auto but you do miss out on items like a powered tailgate and electric front seats which most of its rivals sport.

Technology looks good with a 9.0-inch touchscreen multimedia system, 12.3-inch digital instrument cluster, dual-zone climate control, faster USB-C ports (four total) and a wireless charging pad.

Sound is covered by the Arkamys Auditorium sound system with six speakers and the mood can be set with the 48-way configurable ambient lighting system.

Despite missing out on a powered tailgate, the EV60 has some features that still offer convenience like keyless entry, heated and auto-folding side mirrors and auto-folding flush door handles that pop out on approach (front only).

The PV5 Cargo is powered by a front-mounted electric motor that produces up to 120kW of power and 250Nm of torque, which drives the front wheels through a single-speed automatic transmission.

This drivetrain offers three selectable drive modes comprising ‘Normal’, ‘Eco’ and ‘Snow’ plus adjustment of regenerative braking intensity/battery replenishment using the steering wheel-mounted paddles.

These include levels from L1 to L3 topped by the premium ‘i-Pedal’ setting, which allows convenient one-pedal driving that makes the brake pedal largely redundant.

The Techno EV60 has a single electric motor. It produces a power output of 160kW and 300Nm of torque, and Renault says it will sprint from 0-100km/h in 7.4-seconds.

That's perfectly adequate for keeping up with traffic or getting  around town. You only notice a sluggishness with power when you have a full load of gear. Flipping it to 'Sport' mode make it feel peppier, if you ever need it.

The PV5 Cargo is equipped with a lithium-ion NCM (Nickel Cobalt Manganese) 71.2kWh long-range propulsion battery mounted under the load floor which Kia claims has (WLTP) combined average consumption of 19.1kWh/100km and up to 416km of driving range.

Only the much higher priced VW ID Buzz Cargo has a longer range and not by much (431km). All other full-electric vans have ranges starting with a two or three.

The PV5 uses a Type 2 CCS charge port capable of AC and DC charging. Kia claims charging from 10-100 per cent in around six hours 30 minutes using an 11kW AC wall-box, which is ideal for overnight charging. Alternatively, 10-80 per cent with a 50kW DC fast charger takes around one hour, which drops to only half an hour with a 350kW DC charger.

Our test vehicle had 100 per cent charge at the start of our week-long test, during which we initially drove 197km unladen in busy metro traffic with 44 per cent charge and 199km range remaining. Using the portable AC charger/cable with three-pin domestic plug, we charged at home which provided enough battery top-up to cover the remainder of the test.

Our total test distance was 293km which including more than 50km hauling its maximum payload. Even so, we managed average consumption of 17.4kWh/100km across the week which was lower than Kia’s official figure and no doubt enhanced by consistent use of either (L3) high regen or one-pedal settings.

So, based on our test figures, Kia’s claim of up to 416km from a single charge is credible and impressive efficiency for a full-electric van in real-world use.

The official energy consumption figure is 15.6kWh/100km and I averaged 13.9kWh after a fair mix between urban and open-road driving.

That’s outstanding consumption but the official driving range for this E-Tech’s 60kWh lithium-ion battery is up to 454km, which is similar to the Hyundai Kona Electric but I still had an eye on the range during longer trips.

The E-Tech has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds, however, it can only accept a top speed of 7.4kW on AC power.

On a 7.4kW AC charger, you can go from 0-100 per cent in a little over nine hours but on a standard 2.3kW house plug, that jumps up to over 30-hours. 

On a 130kW DC charger expect to go from 15-80 per cent in as little as 30 minutes, which is pretty convenient if you have access to one.

Sadly, the E-Tech doesn’t have vehicle-to-load capability, so you can’t power or charge bigger items.

The cabin ergonomics are excellent even for tall people, as they provide a car-like driving position enhanced by numerous comfort features including a fold-down inboard armrest, power adjustable lumbar support, large left footrest and well-placed padded elbow rests on the doors.

There’s also ample headroom and the flat-bottom steering wheel ensures easy boarding with plenty of torso room. Glazed inserts within the windscreen pillars combined with a low beltline and large door windows provide a bright and airy ambience with excellent driver visibility.

Despite being a solid-walled van with no rear vision for its central mirror (it’s only fitted to meet ADRs) all-around vision for the driver is excellent thanks to large door mirrors and numerous active safety systems including multiple parking sensors and camera monitoring.

Kia’s local ride/handling team has done a commendable job in combining load-carrying practicality with a smooth and supple ride, car-like handling and nice steering feel which provides a level of driver enjoyment not usually associated with commercial vans.

We found the i-Pedal mode appealing given its ability to require only one-pedal driving most of the time while optimising battery charge/driving range.

Although the PV5’s 120kW/250Nm outputs are modest on paper, its relatively light kerb weight combined with near instant torque reaction from its electric motor results in energetic response from standing starts, with 0-100km/h acceleration that matches its diesel rivals.

It’s also very quiet thanks to its electric drivetrain combined with the cabin bulkhead which largely insulates the driver from the cargo bay’s rear tyre noise, which is typically the loudest noise path in commercial vans.

To test its GVM rating we used a forklift (fitted with long tynes) to load 650kg into the front of the cargo bay through the rear doors, which with driver equalled a total payload of 740kg that was right on its payload limit. The rear suspension only compressed 33mm under this weight.

Acceleration was slightly subdued as you'd expect but more than adequate for keeping this big payload moving without feeling sluggish. Handling response was barely affected, with the supple rear suspension ensuring no bottoming out over bumps.

Average energy consumption displayed on-screen barely increased under this load which was hauled mostly on metro roads. However, greater increases could occur if carrying similar loads in hilly terrain, strong headwinds, towing etc.

Overall, the PV5 Cargo is hard to fault from a driver’s point of view apart from the cabin’s climate settings being controlled by relatively small central touchscreen prompts, which can be tricky at times for large fingers to operate while driving compared to physical buttons and dials.

I have mostly loved driving the E-Tech. It's easy to cruise around in and the power is adequate for open-road driving but it prefers an urban environment.

The power can feel a bit lacklustre when you are carrying lots of people or gear but you mostly feel that when you're on a steep incline and trying to keep up your speed.

The steering is crisp and that makes the E-Tech very responsive to drive. The power is delivered smoothly and it feels well-balanced when you put your foot down.

There is more roll in corners than I was expecting but the car still feels firmly planted. 

The ride comfort is great. The suspension is more firm than soft which means you feel the road but it's not a major bother. There is a bit of wind noise at higher speeds, as if the door isn’t properly sealed by a millimetre but it doesn't annoy me. 

The regenerative braking is controlled by paddles on the steering wheel and you have three levels plus a one-pedal function to choose from.

The single pedal set-up is pretty smooth, even in stop/start traffic, but it’s great to be able to quickly change modes on the go.

The smaller size of the E-Tech makes it an easy car to manoeuvre in a small car park. You get front, rear and side parking sensors which is great because the reversing camera isn’t as clear as it should be for this price level. 

The E-Tech has a maximum five-star ANCAP safety rating from testing in 2022 and has seven airbags, including a front centre airbag.

The EV60 comes with lots of passive safety features including dusk sensing auto LED headlights, LED DRLs, a rear fog light, child safety locks, tyre pressure monitoring, traffic sign recognition tech, an intelligent seatbelt warning, a reversing camera plus front, rear and side parking sensors.

Active safety equipment includes items like blind-spot monitoring, driver attention alert, rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, and adaptive cruise control (with stop and go).

You also get a digital rear view mirror which is essential as the back window is narrow and the camera feed provides a clearer view than you’d have without it.

The rear row also features ISOFIX child seat mounts on the outboard seats and three top tethers but two seats will fit best. The front passenger seat also has ISOFIX child seat mounts and a top tether.

AEB with car, pedestrian, cyclist and junction turning assist function is operational from 8.0-80km/h (160km/h for cars) but it is common to see that starting figure sit closer to 5.0km/h.

Comes standard with a seven years/150,000km warranty plus a separate warranty of the same duration covering the propulsion battery. Roadside assist for up to eight years is also available if serviced at an authorised Kia dealer.

Scheduled servicing is every 24 months/30,000km whichever occurs first, with Kia offering a pre-paid service plan covering the first four scheduled services up to four years/120,000km which totals $2246 or an average of $562 per service. This is one of the strongest warranty/service packages offered for a full-electric van, backed by a national network of more than 150 Kia dealers across all states and territories.

The E-Tech comes with a five-year/100,000km warranty, but it’s usual to see an unlimited km term for the class. The battery is covered by an eight-year or up to 160,000km warranty term.

Service intervals are reasonable at every 12 months or 30,000km and you also get five-years roadside assistance included.

Pricing over the first five years ranges from a low of $230.04 to a high of $519.62, averaging out at pretty competitive $317.72 per service. No capped-price deal is available.