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Road Test: Renault Grand Scenic 1.4 16v TCE Dynamique 5dr

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Road Test: Renault Grand Scenic 1.4 16v TCE Dynamique 5dr | Top Gear

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Road Test: Renault Grand Scenic 1.4 16v TCE Dynamique 5dr

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If it ain’t broke... The latest version of Renault’s MPV is as good as ever, though decidedly unrevolutionary.

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Road Test: Renault Grand Scenic 1.4 16v TCE Dynamique 5dr

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Road Test: Renault Grand Scenic 1.4 16v TCE Dynamique 5dr

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There's a fat weight of expectation on Renault's shoulders right now. It invented the mini-MPV genre with the original Scenic

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so this new Grand Scenic (that's the seven-seat one; the regular Scenic has five) has to live up to the strong reputation of the outgoing car

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which had warehouse-like storage space and enough seating combos to demonstrate the entire Kama Sutra on board. Thankfully this new car is practical

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roomy and has the same purity of purpose as the old version.Let's start with those seats. There are still seven of them

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over three rows. Each seat on the middle row slides back and forth independently

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and each can be tipped forward or completely removed to create more space. The pair of seats in the third row are stored in the boot floor and pop in and out with the tug of a red strap

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which can be easily yanked with one hand

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leaving the other free to cradle a child. The car is 70mm longer than the last one

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which gives it more second- and third-row legroom than any immediate rivals

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though realistically that third row is an infant-only zone.The dash layout and interior materials are nicked from the Megane so there's a veneer of class

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but a firm prod reveals a slightly cheap feel

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which might struggle with the wear and tear of family life over time.On the flip side

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the family won't be stuck for space. There are 40 cubbyholes and maximum luggage space with all seats removed is 2

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920 in the old car.The interior might have grown

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but that doesn't make it feel any bigger on the road. Unlike the old version

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this one drives more like a car than a minibus thanks to a higher floor and a steering wheel angled further towards the driver. The chassis is three times stiffer torsionally than the last car and it rides better due to improved damping and hydroelastic suspension mounts (a sort of squidgy block to reduce vibrations).So it's a peaceful thing to drive. The cabin feels isolated from the Big Bad World thanks in part to a a new felt-backed floor for better acoustics

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and the new 1.4-litre turbocharged engine is so quiet you'll have to check you've turned it on. All of which helps kids sleep peacefully in the back.Renault has priced it right too - a base-level car will cost £14

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495 for the poshest spec - and that's important in a market full of copycats ready to cannibalise its sales: the S-Max comes closest

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but can't match the Renault for practicality.The Grand Scenic lives up to its rep then

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and does it without drastically changing the formula. Which is good

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as altering it would risk spoiling an already Good Thing.

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There's a fat weight of expectation on Renault's shoulders right now. It invented the mini-MPV genre with the original Scenic, so this new Grand Scenic (that's the seven-seat one; the regular Scenic has five) has to live up to the strong reputation of the outgoing car, which had warehouse-like storage space and enough seating combos to demonstrate the entire Kama Sutra on board. Thankfully this new car is practical, roomy and has the same purity of purpose as the old version.

Let's start with those seats. There are still seven of them, over three rows. Each seat on the middle row slides back and forth independently, and each can be tipped forward or completely removed to create more space. The pair of seats in the third row are stored in the boot floor and pop in and out with the tug of a red strap, which can be easily yanked with one hand, leaving the other free to cradle a child. The car is 70mm longer than the last one, which gives it more second- and third-row legroom than any immediate rivals, though realistically that third row is an infant-only zone.

The dash layout and interior materials are nicked from the Megane so there's a veneer of class, but a firm prod reveals a slightly cheap feel, which might struggle with the wear and tear of family life over time.

On the flip side, the family won't be stuck for space. There are 40 cubbyholes and maximum luggage space with all seats removed is 2,063 litres, up from 1,920 in the old car.

The interior might have grown, but that doesn't make it feel any bigger on the road. Unlike the old version, this one drives more like a car than a minibus thanks to a higher floor and a steering wheel angled further towards the driver. The chassis is three times stiffer torsionally than the last car and it rides better due to improved damping and hydroelastic suspension mounts (a sort of squidgy block to reduce vibrations).

So it's a peaceful thing to drive. The cabin feels isolated from the Big Bad World thanks in part to a a new felt-backed floor for better acoustics, and the new 1.4-litre turbocharged engine is so quiet you'll have to check you've turned it on. All of which helps kids sleep peacefully in the back.

Renault has priced it right too - a base-level car will cost £14,995, rising to £22,495 for the poshest spec - and that's important in a market full of copycats ready to cannibalise its sales: the S-Max comes closest, but can't match the Renault for practicality.

The Grand Scenic lives up to its rep then, and does it without drastically changing the formula. Which is good, as altering it would risk spoiling an already Good Thing.

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There's a fat weight of expectation on Renault's shoulders right now. It invented the mini-MPV genre with the original Scenic, so this new Grand Scenic (that's the seven-seat one; the regular Scenic has five) has to live up to the strong reputation of the outgoing car, which had warehouse-like storage space and enough seating combos to demonstrate the entire Kama Sutra on board. Thankfully this new car is practical, roomy and has the same purity of purpose as the old version.

Let's start with those seats. There are still seven of them, over three rows. Each seat on the middle row slides back and forth independently, and each can be tipped forward or completely removed to create more space. The pair of seats in the third row are stored in the boot floor and pop in and out with the tug of a red strap, which can be easily yanked with one hand, leaving the other free to cradle a child. The car is 70mm longer than the last one, which gives it more second- and third-row legroom than any immediate rivals, though realistically that third row is an infant-only zone.

The dash layout and interior materials are nicked from the Megane so there's a veneer of class, but a firm prod reveals a slightly cheap feel, which might struggle with the wear and tear of family life over time.

On the flip side, the family won't be stuck for space. There are 40 cubbyholes and maximum luggage space with all seats removed is 2,063 litres, up from 1,920 in the old car.

The interior might have grown, but that doesn't make it feel any bigger on the road. Unlike the old version, this one drives more like a car than a minibus thanks to a higher floor and a steering wheel angled further towards the driver. The chassis is three times stiffer torsionally than the last car and it rides better due to improved damping and hydroelastic suspension mounts (a sort of squidgy block to reduce vibrations).

So it's a peaceful thing to drive. The cabin feels isolated from the Big Bad World thanks in part to a a new felt-backed floor for better acoustics, and the new 1.4-litre turbocharged engine is so quiet you'll have to check you've turned it on. All of which helps kids sleep peacefully in the back.

Renault has priced it right too - a base-level car will cost £14,995, rising to £22,495 for the poshest spec - and that's important in a market full of copycats ready to cannibalise its sales: the S-Max comes closest, but can't match the Renault for practicality.

The Grand Scenic lives up to its rep then, and does it without drastically changing the formula. Which is good, as altering it would risk spoiling an already Good Thing.

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If it ain’t broke... The latest version of Renault’s MPV is as good as ever, though decidedly unrevolutionary.