The passenger compartment of the Renault 5 remained stable in the frontal offset test.  Dummy readings indicated good protection of the knees and femurs of the driver and front passenger.  Renault were not able to demonstrate that all areas of the dashboard would provide the same level of protection to occupants of different sizes or those sitting in different positions, and the score was penalised.  The driver’s chest protection was rated as marginal, based on readings of compression.  Analysis of the deceleration of the impact trolley during the test, and analysis of the deformable barrier after the test, revealed that the Renault 5 would be a benign impact partner in a frontal collision. In the full-width rigid barrier test, protection of the rear passenger’s chest was rated as marginal, based on dummy readings of compression.  Otherwise, all critical parts of the body were well or adequately protected for both occupants. In both the side barrier test and the more severe side pole impact, protection of all critical body regions was good, and the Renault 5 scored maximum points in this part of the assessment. Control of excursion (the extent to which a body is thrown to the other side of the vehicle when it is hit from the far side) was found to be marginal. The Renault 5 does not have a countermeasure to mitigate against occupant-to-occupant injuries in such impacts.  Tests on the front seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision.  A geometric analysis of the rear seats also indicated good whiplash protection.   The car has an advanced eCall system which alerts the emergency services in the event of a crash, and a system to prevent secondary impacts after the car has been in a collision.  Renault demonstrated that the doors and windows would be openable to allow occupants to escape in the event of vehicle submergence.

In both the frontal offset test and the side barrier impact, protection of all critical parts of the body was good for the 6 and 10 year dummy, apart from the necks of both in the frontal impact, where protection was adequate. The front passenger airbag can be disabled to allow a rearward-facing child restraint to be used in that seating position.  Clear information is provided to the driver regarding the status of the airbag, and the system was rewarded.  The Renault 5 is not equipped with a 'child presence detection' system, to warn when a child may have been left in the car.  The rear centre seat could not properly accommodate the child restraints used by Euro NCAP for its assessment but other seating positions met the requirements.

Protection of the head of a struck pedestrian or cyclist was predominantly adequate, with a few poor results recorded only on the stiff windscreen pillars.  Protection of the pelvis was good at all test locations.  Protection of the pelvis was mostly good, while that of the femur and that of the knee and tibia was good at all test locations.  The autonomous emergency braking (AEB) system of the Renault can respond to vulnerable road users as well as to other vehicles.  The system’s response both to pedestrians was adequate.  A system to protect pedestrians to the rear of the car is an option and was not included in this assessment. The system’s performance in tests of its reaction to cyclists was good but protection against ‘dooring’ (where a door is suddenly opened in the path of a cyclist approaching from behind) is an option and not assessed.  Performance of the AEB system was good in tests of its response to motorcyclists.

Overall, the performance of the autonomous emergency braking (AEB) system was good in tests of its reaction to other vehicles, with impacts being avoided in most tests.  A seatbelt reminder system is fitted as standard to the front and rear seats.  The car has an indirect driver status monitoring system as standard, detecting driver fatigue but not distraction.  The lane support system gently corrects the vehicle’s path if it is drifting out of lane and also intervenes in some more critical situations.  The speed assistance system identifies the local speed limit.  The driver can choose to allow the limiter to be set automatically by the system.