Renault Scenic E-Tech vs Toyota BZ4X

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.

When the bZ4X first launched it was already late to the game and blended into the background too much. However, this update has dramatically improved its appeal.

Despite this, the electric mid-size SUV segment is incredibly fierce and it’s hard to not get caught up in glitzier rivals like the BYD Sealion 7, Tesla Model Y and Zeekr 7X.

It’ll be interesting to see whether the Australian public reacts to this update and if it draws in more punters.

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 exterior design of the bZ4X never really blew me away. It’s just sensible and not too out there. In saying that though, being sensible is no bad thing and can be seen as a positive for some buyers.

This facelift has brought Toyota’s new corporate look, including the hammerhead shark-like LED lighting signature. It already features on models like the C-HR, Camry and RAV4. In fact this update has made the bZ4X look more like an electric RAV4 than ever before.

I like the C-shaped daytime running lights but I’m not a fan of how the main headlight section is now separate. I prefer how they looked before.

The black wheel arch cladding is now also glossy and not matte. Sure, this looks great right now, but it likely won’t be long until it unfortunately gets scratched.

Inside, if you covered up the Toyota badge you could likely fool me into thinking this is a Lexus. The new 14.0-inch touchscreen is virtually identical to the one in models like the Lexus NX, RX and GX.

There are also plenty of premium-feeling soft-touch materials around the cabin. I’m not a huge fan of the grey and white two-tone interior, at least from a family-friendly standpoint, but thankfully you can get an all-black interior instead.

Another major design change with the interior is the new centre console. It now features two wireless chargers and a revised button layout. I particularly like it because it’s no longer covered in glossy piano black.

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 front seats in the bZ4X are deliciously comfortable and supportive. They make long trips a breeze, plus the ventilation that’s standard on the AWD trim works well in the heat.

Despite this, I’m still not a huge fan of the driving position. You need to look over the steering wheel in order to view the almost windscreen-mounted digital instrument cluster. It’s a similar set-up to what Peugeot employs and is intended to reduce the amount you need to stray your eyes from the road.

I appreciate this but it just doesn’t work for everyone. Personally I need to jack the seat up more than I’d like in order to see the screen fully. When I do this my knees get in the way of the steering wheel no matter how I position it, which isn’t ideal.

The set-up in the related Solterra is a little better as it has a squared-off steering wheel instead of a traditional round steering wheel.

Going back to the digital instrument cluster, the content display on this is still rather limited. Thankfully, critical information like your current speed is displayed clearly, but having added customisation through more informative displays to toggle through or more themes would be a nice extra touch.

Moving across the larger touchscreen multimedia system is a welcome addition, but I didn’t think there was anything wrong with the old one. The user interface is still basic in a good way, meaning it’s hard to get lost.

A difference is the climate control features are now fully integrated into the touchscreen, save two physical dials that change the dual-zone climate control temperature.

While this means you need to press on the touchscreen to change certain climate control-related features now, a lot of these in the pre-update were touch-sensitive buttons on a panel under the touchscreen. Really, it makes no difference.

Wireless Apple CarPlay and Android Auto are still standard and work flawlessly with my iPhone 15 Pro Max. There are now also two wireless chargers, which is great if you want to charge your phone and your passenger’s phone.

However, they don’t work properly as they don’t offer any ventilation. They regularly make my phone overheat and stop charging, even on shorter trips. If you want to reliably top your phone’s battery up, it’s best to just plug into a USB port with a cable.

Looking elsewhere around the cabin, there is an adequate amount of storage, though some more would be nice. There are two decently sized cupholders, a small shelf under the centre console and a side-hinging centre console box. Like the pre-update version, there is still no proper glove box.

In the second row there’s plenty of legroom available for adults behind adults, though due to the placement of the high-voltage battery this leaves you with a knees-up feeling. This is common in a number of EVs, even some that are based on dedicated electric architectures, like the bZ4X.

Headroom also isn’t fantastic as the roof starts to taper back where your head is located. You wouldn’t want to be much taller than 180-odd centimetres back there. It’s also made worse when you recline the seat backrest.

Second-row amenities include air vents, heated outboard rear seats, USB-C ports, seatback map pockets, as well as a fold-down armrest with some cupholders and a tablet holder.

At the back there is a hands-free power tailgate which is rather slow to open and close and makes plenty of beeping while doing so. It's a classic Toyota on this front.

The bZ4X AWD offers 410L of boot space with the rear seats upright which is slightly less than the 2WD due to the added rear electric motor.

It’s a decent space but doesn’t stand out from the crowd. There’s some extra underfloor storage which is large enough to fit some cables and that’s about it. Unfortunately there’s no front boot.

Boot-related amenities include a cargo blind, a variety of hooks, as well as vehicle-to-load (V2L) capability using 220V/1500W AC inverter and a single household power socket. The latter allows you to power household appliances using the vehicle’s high-voltage battery.

Disappointingly there is no spare wheel, but this isn’t uncommon for EVs. You have to make do with a tyre repair kit, which is fine if you have a small air leak but pointless if you have a proper puncture.

There are still only two trim levels in the bZ4X line-up – 2WD and AWD, the latter on test here.

Compared to the pre-update version, pricing has been slashed by up to $10,000, depending on the variant.

The line-up now starts at $55,990, before on-road costs, for the 2WD and extends to $67,990, before on-road costs, for the AWD.

This top-spec bZ4X AWD now undercuts the corresponding Subaru Solterra AWD Touring by $2000. These two cars are twins under the skin and are built in the same Japanese facility.

It also undercuts the top-selling Tesla Model Y Long Range AWD by $1000, which is a major feat. However, certain rivals like the BYD Sealion 7 Performance and Zeekr 7X Long Range are still cheaper but not all of them offer all-wheel drive.

With this update there’s now a larger 14.0-inch multimedia touchscreen, two wireless phone chargers, vehicle-to-load (V2L) capability, plus a hands-free power tailgate and heated steering wheel standard across the line-up.

This is above and beyond the standard LED headlights, roof rails, dual-zone climate control and heated front seats with electric adjustment in the 2WD.

The AWD brings larger 20-inch alloy wheels, a panoramic glass sunroof, a nine-speaker JBL sound system, digital rear-view mirror and ventilated front seats.

This is a lot of standard equipment and you can’t really complain because you’re getting all of this for less than before.

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.

While there have been a number of spec changes or additions with this update, even more tweaks have happened under the skin.

All versions of the bZ4X now make more power and torque. The AWD’s dual electric motor set-up now has a total system output of 252kW (+92kW) and 438Nm (+101Nm).

Like the pre-update version, the bZ4X AWD offers 'X-Mode' off-road drive modes, crawl control, as well as downhill assist control. However with 20-inch alloy wheels as standard, I doubt these will be taken off the beaten track very often, if at all.

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.

Another big under-the-skin change with this update is Toyota has fitted the bZ4X line-up with a larger 74.7kWh lithium-ion battery pack.

As a result this EV has more range. The AWD now offers up to 517km of WLTP claimed range (up from 411km) with an official energy consumption figure of 16.0kWh/100km.

During my largely urban testing over the Christmas break I saw an average energy consumption of 14.4kWh/100km. In fact, on one particular trip into the city with minimal traffic I saw an average energy consumption of 10.5kWh/100km. This is incredibly low for an all-wheel drive EV and almost Tesla-like.

Using my as-tested energy consumption figure, the bZ4X AWD has a theoretical total range of 518km.

The Type 2/CCS combination charge port remains on the left-hand front wheel arch which is fine because it’s kerbside, but at some public charging stations it can be hard to connect the cable without having it run up against the front bumper.

Speaking of charging, the maximum AC charging rate has now been upped all the way from 11kW to 22kW, which is a fantastic update. This now allows for a 10 to 100 per cent charge in 3.5 hours.

While peak DC fast-charging unfortunately is still capped at 150kW, Toyota claims it can remain at a higher charge rate for longer now thanks to reworked battery thermal technology.

A fast charge from 10 to 80 per cent is now meant to take 45 minutes. It would be good to see quicker charging because many of this car’s rivals are faster and this can make a world of a difference during long road trips.

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 bZ4X AWD was never a slow car to begin with but the added oomph is welcome.

While it's not overtly noticeable in everyday driving, when you mash the throttle at the lights you're pinned back in the seat a lot more than before.

Despite this, it still doesn’t feel like this car wants to be driven quickly. If you drive with a docile right foot, the bZ4X is a supremely comfortable vehicle that’s relaxing and easy to drive.

There are a number of regenerative braking modes to select from by using the steering wheel-mounted paddle shifters, but none of them offer a one-pedal driving mode. This means you need to use the brake pedal to come to a complete stop.

As a result, this car’s driving experience is more like a combustion or hybrid vehicle, like the RAV4. This can make the transition to an EV easier if you’ve never driven one before.

The steering feel in the bZ4X has a noticeable weight and heft to it which feels nice when you’re zipping around on urban streets. It also feels like the steering wheel is actually connected to the wheels rather than the overly assisted and light steering systems in some of its rivals.

Where the added steering heft can feel a touch annoying is when you’re doing a tight parking manoeuvre. This car is longer than you think, meaning you may need to do three-point turns more often.

Speaking of parking, the bZ4X’s surround-view camera system is detailed and high-resolution, which is a great peace of mind. The semi-autonomous park assist is also fantastic as it can detect and park the vehicle within painted lines, rather than just slot it between two parked vehicles.

Adding to the comfort factor is this car’s ride, which is a major highlight. Despite the large 20-inch alloy wheels, the suspension does a great job at softening bigger bumps and small road imperfections.

There is little that upsets the interior ambience in this car, making it a serene place to be regardless of where you’re travelling. For an EV you’d expect more tyre and wind noise given there’s no engine to drown the noise out, but Toyota has seemingly done a great job of insulating the cabin and choosing suitable tyres.

The updated bZ4X still has a maximum five-star ANCAP safety rating based on testing conducted on the pre-update car by Euro NCAP.

Toyota has notably now made the full safety suite standard across the entire line-up. 

Previously the 2WD missed out on features like blind-spot monitoring and a surround-view camera, among others.

As standard there are eight airbags, autonomous emergency braking (AEB), rear cross-traffic alert, lane-keep assist, adaptive cruise control, driver attention monitoring and traffic sign recognition.

There’s also connected services with SOS emergency calling, plus automatic collision notification, vehicle insights and charge station search available with a smartphone companion app.

All of the safety systems operate in a seamless manner and don’t interrupt the driving experience unless they actually need to. This is becoming increasingly uncommon.

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.

As standard there is a five-year, unlimited-kilometre warranty which is fine but does not stand out for the segment anymore.

However, if you service at one of Toyota’s 260+ dealers around Australia when required, warranty coverage for the high-voltage battery can be extended all the way out to 10 years.

Logbook servicing is required every 12 months or 15,000km, whichever comes first, and the first five services are capped at $180 each. While the pricing in classic Toyota fashion is competitive, the 12 month intervals aren’t (in the EV space). The standard is now closer to 24 months.

As part of the ownership package owners get Mode 2 and Mode 3 charging cables. The 'Toyota Go' loyalty programs also allows for the choice of a complimentary 7.0kW home charger or 12-month Chargefox subscription.