Design is set to make the difference. At least, that is the view of Kira Gerle-Plarinos, the Product Manager responsible for the Micra at Nissan Germany, when asked how the Japanese brand’s model stands out from its alliance sibling, the Renault 5 E-Tech, which also supplies the technology for the Micra.
“Those who prefer a more rounded design will opt for the Nissan. Those who want a sharply angular car can choose the Renault,” the Nissan manager said.
Overall, the Japanese manufacturer highlights three unique selling points (USPs) for the Micra: its design, effortless electric driving, and intuitive technology. However, as even Nissan’s German headquarters in Wesseling acknowledges, design will ultimately be the deciding factor.
But is there more to it? We take a closer look at the three USPs cited by Nissan to see whether design alone can convince buyers – or whether other strengths, weaknesses and hard facts will shape the decision. The Micra is built in northern France alongside the Renault 5 and other models.
The fifth-generation Micra marks the first fully electric version and, unlike many predecessors, is developed as a Europe-focused model rather than a global car. This allows for a more targeted design approach with fewer markets to satisfy.
The new Micra adopts a modern look and, unlike the Renault 5, avoids retro styling. However, Nissan still nods to earlier generations: the rounded LED light signature references the headlights of the third-generation Micra (K12, 2003–2009).
Despite these references, the new Micra retains a distinct design identity. While the Renault 5 leans heavily on retro elements, Nissan largely limits such cues to the light signature. The rounded theme also appears at the rear, albeit in a form that clearly differs from earlier Micra generations.
Even the entry version comes with 18-inch wheels, featuring steel rims with styled covers, while higher trims add alloy wheels of the same size. The overall design appears notably cohesive.
At electrive, however, the focus is on the electric drivetrain rather than design. The USPs of effortless electric driving and intuitive technology are closely linked, so we assess them together. Even here, design plays only a minor role: despite identical powertrains, the Micra achieves a slightly higher WLTP range than the Renault 5.
Its more rounded shape allows air to flow with less turbulence than around the Renault’s angular body. In practice, however, the difference amounts to only a few kilometres in the standardised test and is likely negligible on the road—leaving the Micra with only a marginal advantage.
Customers can choose between four Micra variants. The 40 kWh battery with a 90 kW motor is available in the base Engage trim and the mid-level Advance trim. The larger 52 kWh battery and 110 kW motor start at the Advance level, while the top-tier Evolve model is only available with the larger battery.
| Micra 40 kWh | Micra 52 kWh | |
|---|---|---|
| Drivetrain | FWD | FWD |
| Power | 90 kW | 110 kW |
| Torque | 225 Nm | 245 Nm |
| Acceleration | 9.0 s | 8.0 s |
| Top speed | 150 km/h | 150 km/h |
| WLTP range | 317 km | 416 km |
| Battery | 40 kWh | 52 kWh |
| DC charging power | 100 kW | 100 kW |
| DC charging time 15-80% | 30 min | 30 min |
| Price | from €27,990 | from €32,990 |
With the smaller battery, there are two key differences between the base and Advance trims that are particularly relevant for electric driving. Three levels of regenerative braking via the steering wheel paddles are standard, but one-pedal driving—referred to by Nissan as e-Pedal—is only available from the Advance trim upwards.
While the base model already features a 10.1-inch central touchscreen, navigation is only possible via a smartphone using Apple CarPlay or Android Auto. This may not seem like a major drawback, as many customers prefer Apple Maps or Google Maps. However, without Nissan’s own route planning, battery preconditioning ahead of fast charging is not possible.
The base version includes battery cooling but no battery heating. Only from the Advance trim upwards can the battery be heated with up to 2 kW of power, activated via Nissan’s system, which also relies on Google services such as Google Maps.
Our test car, in the top-tier Evolve trim, featured these integrated Google services, and the navigation and route planning worked flawlessly. Although the Micra is not designed as a long-distance car, its charging route planning performs exceptionally well. It relieves newcomers to electric mobility of critical decisions while allowing experienced users to customise planned charging stops to their preferences—just as you would expect from other electric vehicles with ‘Google Built-in.’
The Renault 5 serves as a good reference point here, too. We could not test the Micra’s fast-charging behaviour during this first drive, but for that, I refer you to the detailed review of the Renault 5 E-Tech by my colleague Daniel Bönnighausen—including the charging curve.
110 kW in a small car is more than enough
The 110 kW motor provides agile acceleration, even if the 245 Nm of torque quoted in the specifications does not suggest the typical “electric punch.” In Comfort and Sport modes, with full power and torque available, the Micra delivers solid performance and can be driven dynamically through corners.
Nissan has not yet confirmed a particularly sporty Nismo variant, but the platform is clearly capable—after all, Alpine has already introduced the A270 as a performance-oriented derivative of the Renault 5.
In Eco mode, the Micra becomes noticeably more restrained. The software reduces torque to 215 Nm for efficiency and limits output to 50 kW. However, kickdown still makes the full 110 kW available within fractions of a second, even in Eco mode. The 50 kW output is sufficient for effortless urban driving and relaxed cruising on country or federal roads.
With a full battery (the 52 kWh model), our test car displayed a range of 334 kilometres at departure, which was more than enough for the test drive from Brussels to Düsseldorf. After 235 kilometres, 65 kilometres or 18% remained on the display—around 300 kilometres in total.
However, much of the route was on motorways, not exactly typical small-car terrain. In urban and rural settings, consumption (the test was conducted at around 12°C) might improve the range slightly. With a test consumption of 16.4 kWh/100 km, the calculated real-world range is approximately 320 kilometres. The Micra’s range prediction is quite accurate and should not cause any unpleasant surprises.
Incidentally, the displayed range does not change when switching, for example, from Sport to Eco mode—unlike in some other electric vehicles, where the estimate increases in anticipation of more efficient driving. The Micra bases its range calculation solely on previously recorded consumption data. As a result, after switching to Eco mode, a few kilometres of lower consumption are required before the improved efficiency is reflected in the display.
Overall, electric driving in the Micra is straightforward and no more complex than in other EVs. The integration of Google services also makes operation largely intuitive, although not every aspect of the Android Automotive-based system is fully refined. One small example: as in the Renault, the touchscreen control for the steering wheel heating is positioned on the passenger side rather than the driver’s side.
The Micra is a comfortable car for travelling. Both ride comfort and interior noise levels are excellent for a small car. Of course, it is not as quiet as a premium model, but in the small-car segment, such good insulation and smooth rolling behaviour are far from standard. On the motorway, you would not guess you are driving a car under four metres long. The advantages of its compact dimensions become apparent in the city, where the Micra fits into tighter parking spaces.
However, there is a limitation to the Micra’s ‘good for travelling’ claim: it is best suited for two people. The Micra inherits the Renault 5’s interior layout: there is plenty of space in the front seats, and the boot offers a respectable 326 litres (expandable to 1,106 litres with the rear seats folded) for a 3.97-metre small car.
However, this comes at the expense of rear-seat space. With the driver’s seat adjusted for my 1.85-metre height, I could just about sit behind it, but my knees touched the front seatback. For long journeys with four adults, this is not particularly comfortable. With two people or children on board, however, it is fine—there are also two Isofix mounts in the rear.
Decent boot space, modest towing capacity
Speaking of practicality: the Micra does not support a roof load but does offer a tow hitch. However, the permissible towing capacity is very low, even for braked trailers, at just 500 kilograms. In practice, the tow hitch will likely be used more for bike racks, though even here, you will need to choose the model carefully: the vertical load capacity is 63 kilograms.
After subtracting the weight of the rack itself, this is better suited to conventional bicycles than heavy e-bikes. Granted, this is still a small car—so it is good that the option exists at all. Nissan offers several compatible bike racks for up to three bicycles in its accessories catalogue. The Micra’s curb weight ranges from 1.45 to 1.55 tonnes, depending on the battery and equipment. The payload capacity is between 373 and 408 kilograms.
The interior is well-finished overall. Naturally, there is some typical hard plastic in the doors, but all components are well-fitted, and elements like the padded synthetic leather surfaces on the dashboard look stylish and feel good. Otherwise, the interior closely resembles that of the Renault 5, with identical layouts for the cockpit, screens, and storage compartments—hardly a disadvantage.
One detail stands out: Nissan has adopted the gear selector levers unchanged. The drive mode selector is positioned very high up and retains the angular design of the Renault 5, which looks somewhat out of place in the rounded Micra.
Mid-range trim levels make it interesting
Finally, a look at prices and trim levels. The Micra starts at €27,990 with the smaller battery in the Engage trim. The 40 kWh battery in the Advance trim is priced from €29,990, while the larger 52 kWh battery in this version starts at €32,990. The additional 12 kWh or 99 WLTP kilometres therefore cost €3,000.
The near top-spec Evolve trim—where only the automatic parking assistant is an extra €500—comes in at €34,990. The Renault 5 starts at €28,000, leaving the Micra just €10 cheaper. In the top trim with the larger battery, Renault lists €36,000, compared to €34,990 for the Micra, a difference of €1,010 in favour of Nissan.
However, there are some differences in the details. At Nissan, the winter package with front seat heating and steering wheel heating can only be added from the mid-level Advance trim for €500, while it is standard in the top-tier Evolve model. In contrast, Renault allows the seat heating to be combined with the base trim. You have to look closely to spot such differences in the equipment packages.
From the list prices mentioned, German Micra buyers can currently deduct a €3,600 ‘Nissan Bonus’ discount, which is granted independently of the German government’s announced electric vehicle subsidy. If eligible for the full €6,000 government bonus, you could purchase the Micra for less than €20,000—or use the €6,000 subsidy as a down payment and lease the car from €142 per month.
Conclusion
The battery-electric small-car segment is growing, and the Micra adds a strong alternative to the mix. In terms of list prices, the Micra and Renault 5 duo can undercut Stellantis small cars like the Opel Corsa-e and Peugeot E-208, though the final price depends on specific offers. Later this year, when the VW Group’s electric small-car family, including the ID. Polo and Cupra Raval, hits the market, the pricing landscape may shift again. However, it remains unclear how the VW models will achieve their €25,000 entry price and what they will cost when adjusted for equipment levels.
The Micra offers a strong overall package, particularly from the mid-level Advance trim (from €29,990/€32,990). However, around €30,000 remains a substantial price for a small car. As a result, the new Micra is likely to target a different customer group than before, when Nissan positioned the model as a value-for-money option rather than a low-cost offering.
At this price point, the Micra brings a high level of technology—but buyers need to both want and afford it. The model’s more upmarket positioning creates an opportunity to attract new customers, but it does not guarantee success.