{"id":65862,"date":"2025-07-10T08:18:06","date_gmt":"2025-07-10T12:18:06","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/renault-5-turbo-3e-electrifies-with-retro-style-and-supercar-power-sold-out-until-2028\/"},"modified":"2025-07-10T08:18:06","modified_gmt":"2025-07-10T12:18:06","slug":"renault-5-turbo-3e-electrifies-with-retro-style-and-supercar-power-sold-out-until-2028","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/renault-5-turbo-3e-electrifies-with-retro-style-and-supercar-power-sold-out-until-2028\/","title":{"rendered":"Renault 5 Turbo 3E Electrifies with Retro Style and Supercar Power\u2014Sold Out Until 2028"},"content":{"rendered":"

Why Is the Renault 5 Turbo 3E Generating So Much Buzz Among Car Enthusiasts?<\/p>\n

The Renault 5 Turbo 3E isn\u2019t just another electric car\u2014it\u2019s a wild, unapologetic tribute to the legendary 1980s Renault 5 rally cars, and it\u2019s turning heads for all the right reasons. With its eye-catching yellow, black, and white livery inspired by its rally heritage, the Turbo 3E stands out in a sea of EVs that often play it safe. But it\u2019s not just about looks. This hyper hatch packs a punch with 533bhp and a price tag of \u00a3135,000, making it Renault\u2019s most expensive car to date.<\/p>\n

What\u2019s fueling the excitement? For starters, exclusivity. Renault plans to build just 1,980 units\u2014a nod to the original car\u2019s launch year\u2014and half of those are already spoken for. If you\u2019re hoping to snag one, you\u2019ll be waiting until at least 2028 for delivery. The first 1,000 cars have been reserved by a diverse crowd: die-hard R5 Turbo fans, collectors with stables of Alpines, Ferraris, and Porsches, and those simply craving something truly different in the electric performance world.<\/p>\n

How Does the Turbo 3E\u2019s Performance Stack Up Against Supercars?<\/p>\n

Let\u2019s talk numbers. The Turbo 3E rockets from 0 to 62 mph in under 3.5 seconds and hits 120 mph in less than 9 seconds. Top speed? A track-only 168 mph. That\u2019s supercar territory, but in a package that\u2019s closer in size to a city car than a grand tourer. The secret sauce is a pair of in-wheel electric motors delivering a staggering 3,540 lb-ft of wheel torque (though only about 10% of that actually hits the pavement). This setup enables razor-sharp control and immediate power delivery to the rear wheels, making for a driving experience that\u2019s as precise as it is exhilarating.<\/p>\n

The 70kWh battery pack is cleverly positioned for agility and drift capability\u2014yes, it has a dedicated drift mode and a rally-style vertical handbrake. Renault claims a range of 250 miles in normal driving, but if you\u2019re pushing it flat-out on the track, expect just 15 to 20 minutes of adrenaline before you\u2019ll need a recharge. Thankfully, with 350kW fast-charging, you can go from 15% to 80% battery in just 15 minutes.<\/p>\n

What Makes the Turbo 3E\u2019s Engineering Stand Out?<\/p>\n

Renault didn\u2019t just slap a big battery and some motors into a retro shell. The Turbo 3E rides on a bespoke, all-aluminium platform developed with Alpine, Renault\u2019s performance arm. The goal? No compromises on performance, agility, or efficiency. The result is a car that weighs just 1,450kg\u2014remarkable given its size, battery, and dual-motor setup. For context, that\u2019s only a kilo heavier than the standard Renault 5, despite all the extra hardware.<\/p>\n

The bodywork is almost entirely unique, using lightweight carbon composites. Only the mirrors, door handles, and taillights are shared with the standard model. Aerodynamics have been obsessively tuned, with a front splitter, large air outlets, side scoops, rear wing extensions, and 20-inch alloys all working together to maximize downforce and cooling. The car\u2019s dimensions have been stretched and widened, giving it the footprint of a city car but the stance of a supercar.<\/p>\n

How Does the Turbo 3E Blend Retro Charm with Modern Tech?<\/p>\n

Step inside, and you\u2019re greeted by a blend of nostalgia and cutting-edge design. The bucket seats are upholstered in Alcantara, with hand-woven tartan cloth on the dashboard\u2014a nod to the 1980s, but with modern craftsmanship. Six-point harnesses and weight-saving carbon fiber abound. The digital instrument cluster and infotainment system are borrowed from the standard Renault 5, but with a bespoke, retro-inspired interface.<\/p>\n

Renault\u2019s designers faced real challenges, especially with weight management. As Laurens van den Acker, Renault\u2019s design chief, put it, battling the heft of the battery pack was a never-ending struggle. Yet, the team managed to keep the car light and true to its concept, proving that with enough commitment, even the wildest dreams can make it to the production line.<\/p>\n

Who\u2019s Buying the Turbo 3E, and What\u2019s Next for Renault Performance?<\/p>\n

Buyers so far are united by a passion for unique, high-performance cars. Some are original R5 Turbo owners eager to add the modern interpretation to their collection. Others are seasoned collectors who see the Turbo 3E as an exotic outlier among their Ferraris and Porsches. The car\u2019s appeal lies in its rarity, its bold design, and the way it bridges the gap between classic rally icons and the electric future.<\/p>\n

As for what\u2019s next, Renault isn\u2019t making any promises about follow-up models just yet. There\u2019s talk of celebrating other icons\u2014maybe even a Dakar-inspired Renault 4\u2014but for now, the focus is on making the Turbo 3E a success. Renault\u2019s CEO, Fabrice Cambolive, hints that if the Turbo 3E hits the mark, more performance EVs could follow, each pushing the boundaries in their own way.<\/p>\n

What\u2019s the Real-World Impact of the Turbo 3E on the EV Landscape?<\/p>\n

The Turbo 3E is more than a collector\u2019s toy. It\u2019s a statement that electric cars don\u2019t have to be bland or predictable. By channeling the spirit of the 1980s rally scene and marrying it with bleeding-edge EV tech, Renault is showing that the future of performance can be just as wild\u2014and maybe even wilder\u2014than the past.<\/p>\n

The big takeaway? Chasing automotive passion in the electric age isn\u2019t about perfection\u2014it\u2019s about smarter, bolder adjustments. Start with one change this week, whether it\u2019s learning more about EV tech or just taking a closer look at what excites you in a car, and you\u2019ll likely spot the difference by month\u2019s end.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"Renault<\/a><\/p>\n

\n Yellow, black and white livery takes inspiration from 1980s Renault 5 rally cars<\/p><\/blockquote>\n

Half the 1980 units of wild 533bhp ‘mini supercar’ have been spoken for as Renault starts building prototypes<\/p>\n

\n

The extreme Renault 5<\/a> Turbo 3E is sold out until 2028, with just half the build run still to be allocated.<\/p>\n

The 533bhp, \u00a3135k hyper hatchback is an electric tribute to the original Renault 5 Turbo, with wild styling, a totally bespoke platform and supercar-baiting performance.<\/p>\n

It is highly exclusive, with just 1980 units planned to be produced \u2013 a reference to the launch year of the original car \u2013 and has become more exclusive still with the first 1000 cars now spoken for.<\/p>\n

“Currently, we are globally at half of the total volume, so reservations are for delivery in 2028,” project leader Michael Grosjean told Autocar as the 3E made its dynamic debut at the Goodwood Festival of Speed<\/a>.\u00a0<\/p>\n

“It’s sold out until 2028 – and there is still one and a half years of production that can be reserved.”<\/p>\n

The company has started building the first prototypes and is on track to begin customer deliveries next year, Grosjean said, adding that Renault’s most expensive car yet has so far attracted a diverse range of buyers.<\/p>\n

“We have various customers, but what is common to all is that they are all passionate about wild cars and sports cars. Some are owners of the original R5 Turbo, and they want to have the new one as well.<\/p>\n

“Some have more cars: Alpines<\/a>, Ferraris<\/a>, Porsches<\/a> – and they find that this car is different, exotic in the landscape.”<\/p>\n

The 3E is due to finish production in 2029, and Grosjean said there were not currently any plans to follow it up with similarly extreme limited editions, but said that other models in the line-up could be celebrated in the same way.\u00a0<\/p>\n

Asked if, for example, the company could celebrate the heritage\u00a0of the Renault 4<\/a> with a Dakar rally-themed version of the new electric crossover, Grosjean said: “It’s possible. It’s not planned, but why not?”<\/p>\n

The 5 Turbo 3E\u00a0is loosely based on today’s retro-styled Renault 5<\/a>\u00a0electric\u00a0supermini<\/a> but with a bespoke platform, its own bodywork and a pair of in-wheel motors.\u00a0<\/p>\n

These combine to produce a claimed 3540 lb ft of wheel torque, although the torque transferred to the road is likely to be more like 10% of that figure.<\/p>\n

The resulting performance is a 0-62mph time expected to take less than 3.5sec, 0-120mph in under 9.0sec and a track-only top speed of 168mph.<\/p>\n

\"\"<\/p>\n

The in-wheel motors are said to deliver their power to the rear wheels more immediately than conventional ones, while enabling more precise control of each wheel and providing a “significant” weight and space saving at the axle.\u00a0<\/p>\n

The technology \u2013 which\u00a0Autocar understands\u00a0has been supplied by British specialist Protean Electric \u2013 removes the need for an electronic differential.<\/p>\n

The motors draw their power from a 70kWh battery pack that is fitted in a way that optimises agility and offers “spectacular” drift capabilities, claims Renault.\u00a0It even has a dedicated drift mode and a rally-style vertical handbrake.<\/p>\n

The battery pack is good for a range of 250 miles, although Renault has admitted that it will last between 15 and 20 minutes when driven flat-out on a track.<\/p>\n

Given its track credentials, the thermal management of the battery is such that it can be driven at speeds of up to 168mph before being fast-charged at 350kW, enabling it to charge from 15% to 80% in 15 minutes.<\/p>\n

Renault CEO Fabrice Cambolive said: “For me, it was very important to be able to have as extensive as possible coverage in terms of customer needs for the 5 – beginning with a very interesting price bracket but opening the adoption of this car to people who want extreme sensations.<\/p>\n

“When you have such a car which is such fun to drive, why not push the boundaries?”<\/p>\n

The all-aluminium platform was developed by Renault\u2019s sporting sister brand Alpine<\/a> and has been designed to achieve no compromise in performance, lightness, agility or efficiency. It aims to be “in line with supercar standards”.<\/p>\n

The platform sits under a bespoke body made of lightweight materials, with only the mirror, door handle and taillights carried over from the standard Renault 5.\u00a0Its carbon composite structure means it has a kerb weight of around 1450kg, which is just 1kg more than the Renault 5 despite its larger battery pack, extra performance and additional motor.<\/p>\n

It has been designed to look like a supercar<\/a> while referencing the original 5 Turbo and 5 Turbo 2, with aero-optimised front and rear bumpers as well as a front splitter and a large air outlet on the bonnet to maximise downforce. It also has side scoops to funnel air under the rear lights and make it as slippery as possible, along with rear wing extensions, large intakes to cool the motors, 20in alloys and a squat overall appearance.<\/p>\n

The menacing appearance has been achieved thanks to a change in dimensions. It’s 158mm longer, 256mm wider and 118mm taller than the standard 5, with the windscreen moved back and the wheelbase extended to help it achieve “the length of a city car for the width of a supercar”.\u00a0<\/p>\n

\"\"<\/p>\n

Talking about the challenges faced when designing the car, van den Acker said: “The big enemy is weight because of the battery. This car is 1450kg and we’re trying to get it lower knowing that an Alpine A110<\/a> in aluminium is 1000-plus\u00a0kilos. This is the biggest drawback: weight and price. Weight is a never-ending battle.”<\/p>\n

When asked about the subsequent learning curves during development, van den Acker said: “I think we’ve learned that\u00a0conceptually\u00a0it’s possible to put our dreams on the road. I’ve had a long career in design and we’ve stood there in front of a concept car and said ‘this gives you an impression of the future direction, but it won’t be like this, because A, B, C, D, F’. The biggest eye-opener to us is how close to the concept we can get if the company is behind it.”<\/p>\n

Inside are a pair of bucket seats upholstered in Alcantara, hand-woven tartan cloth on the dashboard, six-point harnesses, a raft of weight-reducing carbon and the same 10.1in instrument display and 10.25in infotainment touchscreen from the standard 5, although in this the instrument display will\u00a0have its own, 1980s-inspired look. The driver’s seat will be upholstered in its own colour.<\/p>\n

Cambolive previously suggested to Autocar that there could be more performance models in the pipeline for Renault after this. “I prefer to speak about Turbo 3E, and after that to see what we can do on top of that if Turbo 3E is a success,” he said. “Let’s build our ‘sportivity’ step by step.”<\/p>\n<\/div>\n","protected":false},"author":1,"featured_media":65863,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"Default","format":"standard","meta":{"footnotes":""},"categories":[2,137],"tags":[],"class_list":["post-65862","post","type-post","status-publish","format-standard","has-post-thumbnail","category-featured","category-news"],"_links":{"self":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/65862","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/comments?post=65862"}],"version-history":[{"count":0,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/65862\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media\/65863"}],"wp:attachment":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media?parent=65862"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/categories?post=65862"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/tags?post=65862"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}