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Alpine will launch a supercar in 2028 with a turbocharged V6 hybrid powertrain pumping out more than 1000bhp, the head of the Renault Group’s premium brand has said.

The new supercar was previewed by the firm’s Alpenglow concept, which also featured a V6. However, Alpine has opted to add twin electric motors on the front axle to create an all-wheel-drive layout and beef up the output.

Alpine had been moving in the direction of an all-electric line-up, with production of its A110 combustion-engined sports car ending early next year. However, the brand has decided it needs a combustion engine for its new supercar and hasn’t ruled out additional hybrid models in the future.

“We are not selling electric cars. We are selling sporty cars, passion cars, exclusive cars,” said Alpine CEO Philippe Krief at the launch of the A390 EV crossover.

The supercar, including its V6 engine and high-powered electric motors, will be developed by the Renault Group’s racing and performance-focused Hypertech Alpine R&D division, located at the Viry-Châtillon Formula 1 engine facility to the south of Paris, said Krief. The target weight of the car is below 1600kg.

Krief worked in R&D at Ferrari when the company developed the plug-in hybrid SF90 Stradale, which is likely to be a key benchmark for the new car. However, the layout of the new Alpine supercar is closer to that of the Lamborghini Revuelto V12 plug-in hybrid, which also uses twin electric motors on the front axle, sourced from UK-based Yasa.

The Alpine supercar won’t use Yasa’s slimline axial-flux hybrid motors - also found on the SF90 - but instead more conventional radial-flux motors of Hypertech’s own design.

“Axial flux is perfect between the engine and a gearbox. But on the front axle, if you have a big diameter, it doesn’t matter,” said Krief.

Alpine is targeting incredibly high power density from its new electric motors – enough to achieve 1000bhp in total with the V6. Fitting twin motors on the front axle also allows Alpine to control the power of each wheel separately, to the benefit of overall handling.

The Alpenglow V6 concept theoretically ran on hydrogen, which would give Alpine a potential way of extending the life of the supercar when it eventually falls foul of 2035 emissions regulations that call for the end of tailpipe CO2 emissions.

The supercar will cost more than €200,000 (£168,000) to ensure the limited-run project is profitable.”If we’re able to sell €155,000 Renault 5 Turbo, you think there could be room for Alpine above that,” said Krief.

The supercar will showcase the work of the Hypertech division, which is being used to more aggressively find overlaps between the world of motorsports and road cars, something car companies have long struggled to achieve. ”We are going to create a lot more links than traditionally,” said Krief. 

The division will “tap into excellence in motorsports to turbocharge Alpine and Renault Group,” said Renault Group CEO Luca de Meo at the same A390 launch.

David Francis

Skoda has reimagined the Favorit as a modern electric car, melding the original’s Bertone-penned lines with the brand’s new Modern Solid design language.

Conceived by designer Ljudmil Slavov in some 120 hours of his own time, the project was intended to retain the feel of the 1987 hatchback without leaning on overtly retro cues, such as with the new Renault 5.

“I wanted to update the original idea for today, when various SUVs are popular,” said Slavov, adding that “a higher body structure allows for better battery placement in the floor”.

Slavov didn't introduce the Modern Solid design language’s most prominent design cue, the gloss-black Tech Deck face (as worn by the new Elroq and Enyaq). He instead decided to “evolve and elevate” the “already minimalistic” features of the Favorit, which “was very challenging”.

“I sketched many versions, searched for the ideal shape of the grille and headlights, tried different perspectives and consulted a lot with colleagues,” Slavov said.

Among the clearest references to the original Favorit are the shape of the front and rear lights, comprising LED running lights and covers hiding the main-beam lamps. The caron accents in the Skoda wordmarks front and rear are also lit.

The simple shape of the wheel inners, meanwhile, references the placeholders used by Skoda’s designers when wheels aren't the focal point of a proposal.

There are no detailed images of the interior, but the seats’ headrests reference the open-centred items on the original Favorit and the brown leather upholstery references the fashion of the late 1980s.

In addition to a passenger version, Slavov penned a rally version inspired by the Favorit that found success in the World Rally Championship’s F2 class during the early 1990s.

This has a lower, wider stance and unpainted plastic bumpers, plus a white, green and red livery inspired by that on the WRC Favorit 136 L/A in Skoda’s heritage collection.

The new Favorit EV is the latest in a sporadic series of reimaginings by Skoda’s designers. In 2021, it showed new takes on the 1203 van, Voiturette A, Felica Cabriolet, 130RS and Popular Monte Carlo – of which the last was penned by Slavov.

The new Renault 4 will be available to order in the UK from July, with prices starting from £26,995 to undercut the Mini Aceman and Fiat 600e.

When order books open on 1 July for early-access 'R-Pass' holders, and 15 July for everyone else, the Renault 4 will be available in three trim levels.

Entry-level Evolution comes with 18in diamond-cut alloys, keyless entry, dual-zone climate control, quilted cloth upholstery, a 10in central touchscreen and wireless smartphone mirroring as standard.

Mid-rung Techno trim bumps the price up to £28,995 and adds a Google-powered EV route planner, a wireless phone charger, a pair of USB-C ports in the back, adaptive cruise control, hands-free park assist, a 48-colour ambient lighting system and part-leatherette upholstery. 

At the top of the line-up is Iconic trim, which costs £30,995 and includes bespoke black wheels, an electronic bootlid, heating for the front seats and steering wheel, contrasting yellow interior trimmings and an enhanced suite of driver aids.

The 4 is the second model in Renault’s ‘Iconic Family’ after the smaller and closely related Renault 5 electric supermini and will be joined by a rebooted Twingo (also an EV) in 2026. 

It has been positioned to appeal to buyers who consider the 5 too small, in a similar way to how the Captur sits above the Clio, said Renault. 

At 4140mm long, 1800mm wide and 1570mm tall, the 4 is 220mm longer, 30mm wider and 70mm taller than the 5, with a 120mm-longer rear overhang. The new 4 is also only slightly taller and longer than the 1961 original.

These dimensions put the 4 into a competitive space among EVs such as the Mini Aceman, Vauxhall Mokka, Volkswagen ID 3 and Jeep Avenger.

However, Renault bosses hope the 4’s lower starting price, usability and adventurous design will give it an edge in the growing electric crossover market.

The design, like that of the 5, stays relatively faithful to the concept car, the 4Ever Trophy, shown in 2022. 

The bold looks begin at the front with what Renault claims is the world’s first one-piece illuminated grille, which also features a backlit front emblem – a first for Renault. 

Nods to the car’s 1961 namesake include three-part rear lights, a roof-mounted mini spoiler, vertical overriders on the bumper and three lines sculpted along the door sills. Similar to the original, the crossover can also be specced with a cloth roof. 

Design director Gilles Vidal said both the trapezoidal rear quarter windows and bonnet cut lines (referencing the original car’s clamshell opening) are “instant areas of recognition”. 

“We wanted to stay true to the [original] Renault 4, but we wanted it to be super-modern and protected into the future,” he said, adding that the car needed to “have its own message” as “my kids don’t care so much about the [original] 5 or the 4”. 

As with the original, usability and practicality were key elements of the design brief, said Vidal. “The message is about its practicality,” he said. “We had to create a car around its practical nature so we did not betray the 4 name.” 

This is reflected by the 420-litre boot’s low loading level: at 607mm off the ground, Renault claims it’s 100mm lower than rivals’. This allows for easier loading and also enables the boot to be used as a seat – another nod to the original. 

The boot features a host of cubbies, including a large (and removable) 35-litre underfloor bucket that can be used to store anything from dirty footwear to charging cables. 

Inside, the 4 mirrors the 5 with a 10.1in digital driver’s display, a 10in Google-powered infotainment touchscreen and a choice of cloth or leatherette materials, but with more head room and space than in the smaller car. 

That extra space is thanks to an 80mm-longer wheelbase than that of the 5, with which it shares the Ampr Small EV platform. 

Renault says the pair also share 68% of their technical make-up, including electric motors and batteries. The 4 comes with either a 118bhp front-mounted motor and a 40kWh battery for 190 miles of range or a 148bhp motor with a 52kWh battery for 250 miles of range. It can be charged at speeds of up to 100kW. 

The 4 is the first Renault to be launched with a one-pedal driving mode, with paddles operating the regenerative braking level. It will be rolled out across the Renault line-up later on.