Mercedes-Benz Evito vs Renault Scenic E-Tech

What's the difference?

It’s arguably the best-looking mid-size van on the market, particularly with the optional enhancements fitted to our example. And its longer (km-based) service intervals and capped-price servicing costs offer substantial savings compared to a diesel Vito equivalent.

However, the eVito has a much higher purchase price, smaller payload, shorter driving range, can’t tow a trailer and feels a tad under-powered at low speeds. Plus filling its battery with fresh charge takes much longer than filling a tank with diesel, which may or may not be an issue depending on planned usage.

Therefore, a buyer would need to have not only a sizeable purchasing budget but also very specific and resolute criteria for this vehicle to shine in a commercial role.

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.

The eVito’s front-mounted electric motor drives the front wheels. Its lithium-ion battery is located beneath the standard Vito floor to ensure load volume is not reduced. This substantial battery is as wide as the load floor and extends from just behind the front wheels to just ahead of the rears. Its charging port is located behind a spring-loaded body flap ahead of the left front wheel.

It rides on a 3200mm wheelbase with 5140mm overall length, 1928mm width and a kerb-to-kerb 13-metre turning circle, with 1916mm height allowing access to underground and multi-storey carparks. It’s equipped with strut-type front suspension, semi-trailing arm/coil spring rear suspension and four-wheel disc brakes.

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.

With its hefty 2318kg kerb weight and 3200kg GVM, the eVito has an 882kg payload rating. That is 183kg less than a diesel equivalent (119 Vito MWB RWD), given that the eVito is around 300kg heavier than the ICE version largely because of its battery.

And unlike the diesel alternative, which is legally rated to tow up to 2500kg of braked trailer, the eVito has no tow rating, which is consistent with other electric vans we’ve tested and a potential deal-breaker for tradies.

The cargo bay offers a competitive 6.0 cubic metres of load volume and is accessed through sliding doors on each side (822mm openings), with large internal assist-handles on the bulkhead. Rear cargo bay access is through a swing-up tailgate, which can limit the use of forklifts not fitted with extendable tynes. All doors and walls are internally lined.

The load area is 2678mm long, 1709mm wide and 1392mm high. With 1270mm between the rear-wheel housings, it can carry two 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by eight sturdy load-anchorage points.

The cabin bulkhead has a cavernous open storage area at its base which is handy for storing ropes, straps etc. The upper section of the bulkhead protrudes about 20cm into the openings of the side sliding doors which may obstruct loading of large items.

Cabin storage includes a large-bottle holder and bin in the base of each door, with smaller bins at mid-height. There’s also an overhead glasses holder, two cupholders and three open bins across the top of the dash, a single glovebox and a hidden compartment beneath the passenger seat which is handy for storing small items or valuables out of sight.

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.

The eVito’s single electric motor drives the front wheels via a single-speed transmission. It produces 85kW of power and 360Nm of torque from the energy stored in its 60kWh battery.

Using the steering wheel paddles, drivers can switch between five energy-recuperation modes to optimise battery range and reduce manual brake use. These range from D- (strongest deceleration/recuperation) through D, D+ and D++ which progressively reduce these effects. DAuto uses a radar sensor to automatically adjust the recuperation level according to surrounding traffic.

There are also three switchable drive modes comprising E+, E and C, which allow drivers a choice of energy consumption/performance levels.

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.

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.

It’s easy to get comfortable given the height/reach adjustable leather-wrapped wheel and powered multiple seat adjustments, which include base cushion rake and height/reach lumbar support. The base cushion can also be manually extended for more under-thigh support by sliding the front section forward.

There’s good eyelines to the door mirrors and, thanks to the large window in the cabin bulkhead, the central rear-view mirror has an unobstructed view through the tailgate window. The passenger-side mirror’s wide-angle view, combined with active blind-spot monitoring, help to minimise the large blind-spot over the driver’s left shoulder that all solid-walled vans share.

Steering is nicely weighted and communicative, unladen ride quality is supple thanks to its four-coil suspension, and four-wheel disc brakes provided reassuringly strong braking response. However, there was also noticeable tyre noise intrusion at speeds above 60km/h on coarse bitumen surfaces.

Acceleration from standing starts feels leisurely at best, even when using full power. This is when the eVito’s 2.3-tonne kerb weight is noticeable, which is not surprising when you compare its weight-to-power and weight-to-torque ratios with a diesel Vito (MWB) equivalent.

For example, based on kerb weights, the 119 CDI Panel Van (140kW/440Nm) has to move 14.2kg/kW and 4.5kg/Nm compared to the eVito’s much heavier 27.3kg/kW and 6.4kg/Nm.

However, the power delivery is seamless and once up to cruising speeds the response noticeably improves, fortunately in the 60-80km/h range where much city and suburban travel occurs. The key to fluent progress in traffic is maintaining momentum.

To test its load-hauling ability, we inflated the tyres to the recommended pressures and forklifted 650kg into the cargo bay through the side doors. Combined with driver and equipment, this equalled a 750kg (three-quarter-tonne) payload which was about 130kg short of its maximum rating.

With the cargo bay load positioned well ahead of the rear wheels, the rear suspension only compressed 25mm with no risk of bottoming-out over bumps.

Our 50km test route comprised mostly city and suburban routes (for which this vehicle is tailored) plus some highway driving. There wasn’t a noticeable drop in handling, braking or ride quality with this payload, although standing-start acceleration felt more subdued as you'd expect.

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.

The eVito has a five-year/250,000km vehicle warranty with an eight-year/160,000km battery warranty and a 24-hour roadside assist support package. Scheduled servicing is every 12 months/40,000km whichever occurs first. Capped pricing for first five scheduled services totals $2432 or an appealing average of $486 per service.

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.