Renault Scenic E-Tech vs Lexus CT200h

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.

The cheapest Lexus of them all isn’t chasing badge snobs with the CT200h as blatantly as Mercedes-Benz, BMW and Audi do with their entry level cars… but it’s perhaps not quite the Lexus you’d expect it to be.

It has a lovely front-of-cabin, for example, but there’s a lot of last-gen Prius in plain sight in the rear of the cabin.

The hybrid powertrain, too, is noble in concept, but the day-to-day reality is that it’s not as nice to drive, especially town to town, as a regular petrol-powered car of similar size.

The foot brake, silly multimedia joystick and odd gearshifter also spoilt the party a bit.

Empty nesters who are looking for a nice city runaround with a tinge of greenwash about it will love it… and if the current Prius is anything to go by, the next CT will be a very good thing indeed.

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.

There are some light external revisions for the latest update of the compact Lexus CT200h. New grey 17-inch alloys are unique to the Sport Luxury, along with a black roof treatment, new L-shaped LED driving lamps that match new-design LED tail-lamps, while Lexus designers have also added its new spindle grille to the brand’s smallest model.

It manages to be inoffensive, but it doesn't really reflect the brand's latest design language of 'real world concept cars' like the NX and the LC ranges.

Inside, a couple of new leather colour options are available for the CT200h, while the addition of the wide-format 10.3-inch screen to the top of the centre console is the single largest change. Interestingly, the steering wheel controls appear to have regressed a little from the previous model, no doubt brought about by the addition of the new driver aids.

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 CT200h basically replicates a small hatchback in terms of interior size. It'll seat five, but if you try to put three adults across the back, they won't be particularly happy about it. 

The roofline is quite low and the car’s waistline is high, which makes the glasshouse feel small. Room in the front is adequate, but only just for taller drivers; the sunroof, as fitted to our test example, takes away a good chunk of headroom, despite the CT200h standing just 5mm lower than a Corolla overall. 

The seats themselves, too, are mounted just a touch high to be comfortable for taller drivers, while rear seaters will complain bitterly about being stuck behind my (184cm) driving position. However, my more diminutive wife pronounced herself very comfortable behind the wheel and in the passenger seat.

A nice, small steering wheel sits in front of a single-dial dash that sports two digital screens either side. The left-hand screen changes when you change the drive mode dial between Eco, Normal, and Sport. And there's also a full EV mode button in handy reach. 

Two cupholders are line astern between driver and passenger, although storage is at a premium thanks to the size of the car. Climate and multimedia controls - and even an old-school CD player – flow right through underneath the centre console, which steals away valuable space. There are no extras like wireless charging bays, nor is there Apple CarPlay or Android Auto.

There are bottle holders in the door, but don't try and stash anything that's over one litre in size because it just won't fit.

It's quite an austere proposition for rear-seat passengers, with no bottle holders in the doors, no cup-holders and no charging points. There are fixed vents under the front seats and on the right side of the rear area, so it's not a complete desert, and there are ISOFIX mounts for two child seats in the rear.

Another practicality issue that's unique to the CT200h is the gear shifter. It operates as a spring-loaded joystick, and unless you're watching the dash indicator, it can be tricky to know which gear you're in. Other car makers have actually recalled cars with this style of transmission stick, and it's certainly something that you have to get used to. 

Likewise, the old-school foot brake is certainly an anachronism in something like a Lexus.

Based on the previous generation Prius, the nickel-metal hydride battery for the CT is hidden underneath the rear seat, so it doesn't steal away too much boot room. However, the boot floor is still quite high, and the area is rather small at 375 litres with the seats up. There is 985 litres available when you drop the seats, but the aperture is short and narrow, so larger items will be a squeeze. There is a space-saver spare nestled away underneath the boot floor, too.

Another practicality note in the negative column is Lexus's insistence on the odd joystick control for its multimedia system. It's simply not very good. It’s imprecise when compared to a touchscreen, the action and feel of our test unit was very much less than premium, and it’s just awkward and clumsy to use. The CT is not the only Lexus to use it, but we wish the company would just see the light and ditch it all together.

The 1.8-litre petrol-electric CT200h comes in three different flavours – the Luxury, the F-Sport as tested here, and the Sport Luxury. The range now kicks off at $40,900 (up $2150) and peaks at $56,900 with the Sport Luxury (up $810).

The F-Sport may be a little lacking in the actual ‘sport’ department, but it’s is pretty flush with flash kit, including not one but three motors (one petrol and two electric), auto lights and wipers, a wide 10.3-inch multimedia system, leather seats, dual-zone climate control and new 17-inch alloys.

At $50,400 plus on-roads, the F-Sport has jumped in price by $1960, but it’s gained a host of new gear, including a new driver aid system that adds auto emergency braking (AEB), pedestrian-detecting pre-collision warning system, lane departure warning with steering assistance and adaptive cruise control.

There are also LED headlights and taillights, as well as revised styling for the front and rear bumpers.

The CT will be cross-shopped against other premium tiddlers like the Mercedes-Benz A-Class, Audi’s A3 and the BMW 1 series. Comparing it like-for-like in the hybrid category, there’s the top spec Toyota Prius i-Tech, while Nissan’s Leaf could theoretically be lumped in both on price and on environmental grounds.

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 1.8-litre twin-cam petrol engine makes a relatively low 73kW and 142Nm, while a 60kW, 207Nm electric motor that’s also connected to the front wheels chips in its share.

Combined, the system produces 100kW, while the torque figure translates to around the 150Nm mark. That juicy 207Nm doesn’t come into play, sadly, given that the petrol engine – which is built to run cooler than a traditional Otto cycle engine, and therefore more efficiently – does most of the work.

Throw in a transaxle for the electric motor and a power inverter, and things are getting complex. However, if the Prius is any indication, the CT200h’s drivetrain is durable and relatively serviceable, with batteries estimated to last ten years or longer.

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.

Here’s the odd thing – over 220km of largely highway driving, I couldn’t get the CT200h under a dash-indicated 10.4 litres/100km, against a claimed combined fuel economy figure of 4.4L/100km. 

I topped the tank off with 18 litres of fuel, which works out at a closer 8.8L/100km… but it still ain’t anything like 4.4. 

Another owner I spoke to, though, said he regularly records high fives with his CT200h in mixed conditions.

It runs a 45-litre tank that’ll happily take 95 RON fuel.

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.

If you've ever driven a Prius, then you'll be very familiar with the way that the CT drives. Based around a 73kW Atkinson cycle petrol engine which focuses on fuel efficiency rather than outright power, a 60kW electric motor (the pair combine to produce 100kW in total), a nickel-metal hydride battery array and a CVT gearbox, the CT200h – like the Prius – is a bit different to a regular hatch.

Under light throttle, the CT is quiet and moves along quite well, and you can even use full Electric Vehicle mode at speeds under 45km/h for a brief amount of time, (slightly less than two kilometres), and with a very gentle right foot.

The battery array is recharged via the petrol motor as well as regenerative braking (where heat energy is captured and directed back to the electric system) – but unlike a petrol-electric plug-in hybrid, there’s no way to stick a 240v cable into the CT to top up the battery. 

It has the unusual whines and odd noises that you would associate with a partly electric car, but the petrol motor sounds just like a regular old four-pot petrol unit, and it’s running most of the time.

One issue with the drive of a hybrid is its ability, or the lack thereof, to get off the line in any sort of hurry. You really have to mash the throttle to get going, which takes some getting used to. There’s also some hesitation and un-Lexus like thumps from the drivetrain if you confuse it by almost stopping then taking off again.

The CT200h’s biggest bugbear is that the fourth generation Prius exists. Built on a more sophisticated newer-generation platform and with a more refined drivetrain, the new Prius is a great insight into how good the next CT will be – and what the shortcomings of the current one currently are.  

The CT works well in high-traffic city environs, where a light throttle foot helps get the best out of the unusual drivetrain. Lots of lag from rest is an annoyance, as is an excess of CVT whine under hard efforts, but the CT200h pootles around town very well.  

Its small size does play against it when it comes to keeping out road noise at freeway speeds, though the CT is superior to most other similarly sized cars in this regard. As an aside, its build quality is nothing short of amazing, with minimalist panel gaps, a tight interior and lashings of paint on every surface.

Part of the update for 2018 is the addition of several driver aid systems, including AEB across the range, lane departure control with steering and adaptive cruise control. 

The F-Sport also has reversing camera and eight airbags as standard, ensuring the maximum five-star ANCAP safety score it managed in 2017.

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.

Lexus sells the CT with an unusual four-year/100,000km warranty, which includes roadside service coverage. The battery pack has an eight-year/160,000km warranty, while Lexus would like to see you back for a service every 12,500km or 12 months.
 
It’s not just about a warranty or a service interval with Lexus, though. For decades now, its customer service record has topped all industry measures, and everyone we know who has bought a Lexus with their own money has raved about the quality of the service received. 

As well, it’s a level of service that’s provided across the range. It’s a tangible benefit of buying a CT200h.