Renault Scenic E-Tech vs BYD Sealion 8

What's the difference?

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.

There’s no denying the value the BYD Sealion 8 Premium offers as it packs a lot in for the price. Its efficiency and inoffensive looks add up to a good package and reflect what it does well. That said, the underwhelming driving experience and clunky media system are noticeable. Whether they're deal breakers is up to you.

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.

The Sealion 8 is a big unit, and its design leans more towards soft and rounded than sharp. There’s a sense of restraint with its pillowy panels, smooth curves and flush door handles all contributing to a clean, almost clinical look.

The 21-inch wheels add a bit of presence, as does the full-width LED light bar with its braided design. But overall, it doesn’t try too hard to stand out. It’s inoffensive - clean and easy on the eye, but it stops short of having any sense of identity.

Inside, the cabin carries that same restrained approach. There’s black leather upholstery, some interesting geometric detailing through the panels and speaker grilles and a generous use of soft-touch materials throughout.

The large displays and panoramic sunroof help lift the space, giving it a premium feel, but more importantly, it’s just a comfortable, easy place to spend time. Which, for a family SUV, arguably matters more than anything else.

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.

Up front, storage and general usability are well thought out. There’s a handy shelf tucked underneath the centre console with two USB-C ports, while a tray above houses the fast wireless charging pad. You also get a sunglasses holder, two cupholders and decent-sized bottle holders in the doors, so it’s easy to keep things organised.

Seat comfort is a highlight, and the overall layout is clean and easy to live with, but the same can’t be said for the multimedia system. While the graphics are sharp and the touchscreen is responsive, functionality isn’t always its strong suit. Wireless Apple CarPlay and Android Auto are included, but CarPlay required reconnecting on every drive during testing and the digital radio and phone calls experienced noticeable signal dropouts. It’s the kind of friction that chips away at the day-to-day experience and starts to feel out of step with how polished the rest of the cabin is.

There’s also a heavy reliance on the screen for core functions. Climate control is integrated, which is fairly standard, but so too are things like headlight controls. It might suit those who are used to navigating everything through a screen, but needing to dig through menus to adjust something like auto high beam on the move feels like a step too far. Bring back buttons.

The second row is where the Sealion 8 really leans into its family-friendly brief. Space is generous, with enough width to comfortably accommodate three adults and the flat floor helps here too. There are three top tether points and two ISOFIX mounts, while charging is covered by a USB-A and USB-C port.

Amenities are a standout. The outboard seats mirror the front with heating, ventilation and massage functions, which quickly become a favourite, alongside dedicated climate controls, roof-mounted air vents and multiple cupholders. A set of sunshades would round things out nicely, but it’s otherwise a very accommodating space.

Access to the third row is less impressive. The manual slide and tilt mechanism feels a little heavy and fiddly to operate and the space itself is best reserved for kids. In practice, that means younger passengers will likely take the path of least resistance, as mine did and simply climb over the second row instead.

Amenities are fairly basic, with directional air vents and cupholders, but there’s no charging provision back there. You do, however, get two top tether points and ISOFIX mounts, which will be a plus for larger families.

Around the back, the boot is a practical, usable space with a wide opening and flat loading floor. With all three rows in place, there’s 270L on offer, which is enough for a few school bags or a grocery run, expanding to 960L with the third row folded. There’s no spare tyre, just a repair kit, which may be a consideration for regional drivers. A 12-volt socket and powered tailgate round things out in this grade.

The BYD Sealion 8 range is relatively straightforward, with two grades on offer and the base variant available with a choice of two drivetrains. For this review, we’re in the flagship Premium AWD, which is priced from $70,990 before on-road costs.

It lines up against the Chery Tiggo 9 Super Hybrid at $65,430 driveaway, the Kia Sorento GT-Line PHEV from $71,130 before on-roads, and the Mazda CX-80 P50e Azami, which stretches up to $87,950 before on-road costs.

On paper, the Sealion 8 Premium doesn’t quite undercut the Chery on price or match its claimed 170km (NEDC) electric-only range, but it’s not far off, with a still-impressive 152km (NEDC). And when you look at the broader package, it starts to make a fairly strong value argument, particularly against its other key rivals.

The 'Premium' badge isn’t just for show, either. Equipment is generous, with highlights including a fixed panoramic sunroof with an electric sunshade, leather-appointed upholstery, a heated steering wheel, and heated, ventilated and massaging seats not just in the front, but for the outboard seats in the second row as well - a feature that hasn’t gone unnoticed by my nine-year old.

Technology is a clear focus. There’s a 10.25-inch digital instrument cluster, a large 15.6-inch touchscreen multimedia system and a 26-inch augmented reality head-up display, alongside wireless Apple CarPlay and Android Auto, a 50W wireless charging pad and a 21-speaker DiSound audio system. BYD also includes 2GB of data per month for the first two years to support its 4G connectivity and over-the-air updates.

Practical touches round things out, with keyless entry and start, NFC card access and a digital key via the BYD app, a powered tailgate, vehicle-to-load (V2L) capability, rain-sensing wipers, sound insulation for the front doors and windscreen and three-zone climate control.

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 BYD Sealion 8 Premium is all-wheel drive and pairs a 1.5-litre, four-cylinder, turbo-petrol engine with two electric motors, one on each axle. Combined outputs sit at a hefty 359kW and 675Nm, which comfortably out-muscles its key rivals.

Those figures do drop back to a more modest 110kW and 220Nm when running on the petrol engine alone.

Performance is strong for a large family SUV, with a claimed 0-100km/h sprint time of 4.9 seconds. You can toggle between pure EV and hybrid modes depending on the drive, which adds a layer of flexibility that suits short daily trips and longer highway runs.

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.

Charging is handled via a Type 2 CCS port, with support for up to 11kW on AC and up to 74kW on a DC fast charger. BYD claims a 30 to 80 per cent recharge can be done in as little as 20 minutes under ideal conditions.

The 35.6kWh lithium iron phosphate (LFP) battery is a standout, delivering a claimed electric-only driving range of 152km on the NEDC cycle. That figure is on the optimistic side compared to WLTP testing, but even with that in mind, it remains an impressive number for a plug-in hybrid of this size.

With a full battery, the combined fuel consumption is rated at just 1.0L/100km, translating to a theoretical driving range of over 1000km. Real-world results will vary depending on how often you’re able to charge and the type of driving you’re doing, but after a week that included a fair stretch of highway driving, my trip computer was showing 6.3L/100km. Overall, it’s a solid result, particularly for something with this level of performance.

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.

On-road performance is where things become a bit of a mixed bag. There’s no denying the Sealion 8 Premium is quick and it leans more heavily into its EV character than many large plug-in hybrids. It’s quiet in hybrid mode and responsive off the mark, which makes it easy to keep pace in traffic and overtake when needed. For something of its size, it also does a good job of masking its weight on the move.

Regenerative braking is offered in two levels, but even the stronger setting feels fairly mild. The upside is smoother low-speed driving, with none of the abruptness you sometimes get in hybrids, and it does still recover a decent amount of energy, particularly on longer descents.

Where it falls short is in its overall dynamics. The steering and suspension are tuned for comfort, which results in a soft, slightly floaty feel on the road. It’s not unpleasant and around town it actually suits the car’s brief, but there’s a noticeable lack of feedback and control if you’re expecting something more composed.

Visibility and driver positioning also take some getting used to. The forward view is decent, but the pillars are quite thick and it can be difficult to find a driving position that doesn’t feel a little enclosed.

Judging the edges of the car isn’t always intuitive, and while the 360-degree camera is clear, its perspective can feel slightly off. Objects tend to appear much farther away than they are, which isn’t the most reassuring combination when you’re trying to manoeuvre in tighter spaces.

The BYD Sealion 8 is yet to be tested by ANCAP and therefore remains unrated at this stage. That said, it comes equipped with a comprehensive suite of safety features, along with nine airbags including side chest airbags for the front and second rows.

Standard equipment includes seatbelt reminders for all seating positions, front and rear parking sensors, driver attention monitoring and alert, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking. It also features front and rear collision warning, blind-spot monitoring, rear and front cross-traffic alert and side exit assist.

On the road, however, some of the active safety systems are less polished in execution. The adaptive cruise control can feel abrupt when slowing down and slow to regain speed, while the steering assist can be overly reactive through corners. Lane keeping also lacks consistency, with the system not always engaging as expected.

For families, child seat provision is strong, with four ISOFIX anchor points and five top tether mounts across the cabin, along with child presence detection.

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.

BYD offers the Sealion 8 with a six-year/150,000km warranty and an eight-year or up to 160,000km battery warranty. Both terms are competitive for its class.

Service is recommended every 12 months/20,000km with each workshop visit averaging a solid $596 for the first five years (year four is $1360). Accessing a BYD service centre is fairly easy as there are around 70 centres nationwide now.

BYD recommends premium unleaded petrol (95RON) to be used for the Sealion 8.