Renault Scenic E-Tech vs MG ZST

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.

Will the MG ZST Essence fit a small family? Absolutely, and all but the middle seat passenger will be comfortable but there are areas open for improvement. Like it's safety, laggy tech and adding a few extra items in the back seat.

Yet, it still offers a good host of features and an attractive package for a reasonable price tag. Unfortunately, my son missed having the basic amenities but did like the sun roof.

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.

Being the newer and shinier version of the ZS, the ZST presents as a nice little package with its full suite of LED exterior lights, shiny chrome accents and its well-shaped body.

The front is distinctively different from its design muse with a darkened grille, and redesigned fog lights that feature new air intake vents. Other highlights include the 17-inch two-tone alloy wheels with sporty red brake calipers lurking behind them.

The interior is pleasant with a massive sunroof creating a light-filled space and giving the illusion that the cabin is larger than it is.

The synthetic leather upholstery and trims seem robust and perfect for families, but also feel quite plasticky under hand. The red badge embossing on the headrests is lovely, though.

The dashboard is well-proportioned and headlined by an upgraded 10.1-inch touchscreen multimedia system and fully digital instrument cluster.

The gearshift feels a tad too skinny and tall for the general aesthetic but the circular air-vents add some cute personality.

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.

Practicality is hurt by a lack of individual storage options and a back seat that has only two USB-A ports for its amenities.

The cabin space is spacious, though, and both rows have a decent amount of leg- and headroom despite the massive sunroof.

The steering wheel features height but not reach adjustment and to accommodate I have to sit much closer to the wheel than normal thanks to my poor little T-Rex arms.

Individual storage is the best up front with a small middle console and glove box, two cupholders and two drink bottle holders. The doors also feature large storage bins, which is great to keep the cockpit feeling neat.

The rear row gets two map pockets and a small storage bin in each door. There is also a (very) shallow storage nook at the back of the middle console… think a packet of gum or small wallet size.

My seven-year old isn't as comfortable in the rear because it lacks directional air vents, reading lights and a fold-down armrest. All items which will hinder an adult's comfort, too.

The boot space is a good size at 359L but you can bump it to 1187L with the rear seats folded, the backrest featuring a 60/40 split.

The height of the floor is adjustable and when set in the lowest position creates a deep well to tuck larger items, like luggage, into.

The hard cargo cover can be awkward to shift around or store but is otherwise out of the way when it counts.

Other amenities accentuate the premium-feeling the Essence is going for with the heated front seats and electric drivers seat offering well-padded comfort but on longer journeys, I miss having adjustable lumbar support.

The rear seats aren't as comfortable as the front only because the synthetic leather feels slippery, which is accentuated when you hit corners!

In terms of technology, you get two USB-A ports in each row but the front also gets a 12-volt port. You miss out on fast and wireless charging options.

The multimedia system looks great but can be sluggish to respond and the apps can be slow to load but I like the built-in satellite navigation.

The upgraded sound system has six speakers instead of four but the sound quality is a bit tinny with music and calls.

It was simple to connect to the wired Apple CarPlay. It also has Android Auto, Bluetooth connectivity and AM/FM radio.

There are four variants for the ZST and our test vehicle is the top-spec Essence model, priced at $33,990 drive-away.

Our example's 'Pebble Black' finish is an included colour but other paintwork options can cost an extra $700.

The price point positions it right in the middle of its rivals with the Omoda 5 costing $35,990 drive-away  and the Jolion sliding into the most affordable spot at $30,990 drive-away.

To highlight the value-for-money comparison, the Kia Seltos Sport+ FWD model costs $38,790 drive-away and then you start creeping up into the $40K bracket for similarly specified small SUVs.

The ZST Essence is the top-grade and it has a decent number of premium features for its price tag, like a panoramic sunroof, synthetic leather upholstery, heated front seats and an electric driver's seat, keyless entry, keyless start and a full suite of exterior LED lights.

Other standard features include wired Apple CarPlay and Android Auto, 10.1-inch touchscreen multimedia system, digital instrument cluster, one-zone air-conditioning, built-in satellite navigation, 360-degree camera system and an upgraded sound system with six speakers.

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 Essence variant has a 1.3-litre, three-cylinder turbo-petrol engine with a maximum power output of 115kW and 230Nm of torque.

It's a front-wheel drive and features a six-speed auto transmission. Overall, it has enough power to keep up with traffic on the open road but you have to be firm with the accelerator to keep your speed consistent.

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.

The official combined cycle fuel figure is 7.3L/100km and my real-world average came in at 7.7L. That is after a good mix of urban and open-road driving, so the usage is good.

Based on the combined fuel cycle and the relatively small 45L fuel tank, expect a driving range of around 616km.

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 ZST Essence has an okay amount of power relative to the car's small size.

It's an adequate cruiser when I ferry just my husband and son around, but feels a full load of luggage and people.

The steering is responsive and it's an easy car to manoeuvre in tight car parks or city streets, which is great. The visibility is pretty good despite the chunkier pillars and you feel confident when checking your blind-spots.

While the suspension is fairly forgiving and ride comfort is decent, you will still notice the bumps, especially when seated in the back.

The cabin suffers from some wind and road noise and at higher speeds we had to find we raise our voices a bit to be heard. Around town, you don't notice it.

This is just a personal preference but the brake and accelerator pedals are skinnier and more centrally positioned than I prefer. You get used to it, though.

The ZST is pretty easy to park and it's great that you have a 360-degree camera system but the image quality can be grainy. You get rear parking sensors, too, but miss out on ones at the front.

The ZST Essence has a good suite of safety features that now come standard like rear cross-traffic alert and blind-spot monitoring.

Other standard features include tyre pressure monitoring, LED daytime running lights, forward collision warning, lane departure alert, adaptive cruise control, seatbelt reminders, a 360-degree camera system and rear parking sensors.

The ZST only features six airbags, while many of its rivals sport seven, including the newer front centre airbag. The ZST variant scored four- from a possible five-star ANCAP safety rating in 2017 testing.

It's important to note that the tested ZS model did not have AEB or lane support systems at the time of testing, these were introduced from the 2020 model year onwards and the ZST has both.

There are ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but two child seats will fit best. There is enough room for front occupants when a 0-4 rearward facing child seat is installed.

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.

The ZST Essence comes with a seven-year/unlimited km warranty, which is on par with coverage offered by a growing number of its rivals.

There is a seven-year or up to 70,000km servicing program for a total cost of $2339 or an average of $334 per service, which is very competitive for the class.

Servicing intervals are at every 12 months or 10,000km, whichever occurs first, but could be annoying if you travel a lot.