{"id":65995,"date":"2025-07-12T04:18:08","date_gmt":"2025-07-12T08:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/renault-5-turbo-3e-electric-hyper-hatch-sells-out-until-2028-with-supercar-performance\/"},"modified":"2025-07-12T04:18:08","modified_gmt":"2025-07-12T08:18:08","slug":"renault-5-turbo-3e-electric-hyper-hatch-sells-out-until-2028-with-supercar-performance","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/renault-5-turbo-3e-electric-hyper-hatch-sells-out-until-2028-with-supercar-performance\/","title":{"rendered":"Renault 5 Turbo 3E Electric Hyper Hatch Sells Out Until 2028 With Supercar Performance"},"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 homage to the legendary 1980s Renault 5 rally cars, blending nostalgia with cutting-edge technology. With its striking yellow, black, and white livery, the 3E instantly telegraphs its motorsport heritage. But what\u2019s really turning heads is the fact that this 533bhp hyper-hatchback is already sold out until 2028, despite a hefty \u00a3140,000 price tag. That\u2019s right: half of the planned 1980 units (a nod to the original\u2019s launch year) have been snapped up, and the rest are expected to disappear fast.<\/p>\n

So, what\u2019s behind the frenzy? For starters, the 3E is no ordinary EV. It\u2019s a bespoke creation, built on a platform developed by Alpine\u2014Renault\u2019s performance arm\u2014using lightweight materials and a carbon-composite structure. The result? A car that weighs just 1450kg, barely more than the standard Renault 5, despite packing a much larger battery and dual in-wheel motors. This isn\u2019t just a collector\u2019s item; it\u2019s a statement piece for those who crave both performance and exclusivity.<\/p>\n

Who\u2019s Buying the Turbo 3E, and What Makes It So Special?<\/p>\n

The buyer list reads like a who\u2019s who of car aficionados: owners of the original R5 Turbo, collectors with stables full of Alpines, Ferraris, and Porsches, and anyone drawn to something truly exotic. According to project leader Michael Grosjean, the common thread is passion\u2014these are people who love wild, uncompromising cars.<\/p>\n

What sets the 3E apart is its sheer audacity. With 533bhp and a claimed 3540 lb ft of wheel torque (though real-world delivery is closer to 10% of that), the numbers are staggering. Expect 0-62mph in under 3.5 seconds, 0-120mph in less than 9 seconds, and a track-only top speed of 168mph. The in-wheel motors, supplied by British specialist Protean Electric, allow for pinpoint control and immediate power delivery, while also saving weight and space at the axle. Forget electronic differentials\u2014this setup doesn\u2019t need one.<\/p>\n

And then there\u2019s the driving experience. The 70kWh battery is mounted for optimal agility, and the car features a dedicated drift mode and a rally-style vertical handbrake. Renault claims \u201cspectacular\u201d drift capabilities, and the car can be fast-charged from 15% to 80% in just 15 minutes at 350kW. Range? About 250 miles in normal driving, but if you\u2019re hammering it on track, expect 15 to 20 minutes of full-throttle fun before you need a recharge.<\/p>\n

How Does the Turbo 3E Balance Retro Style with Modern Performance?<\/p>\n

Renault\u2019s designers faced a real challenge: how to honor the iconic look of the original 5 Turbo while meeting modern performance and safety standards. The solution? A body that\u2019s 158mm longer, 256mm wider, and 118mm taller than the standard 5, with the windscreen pushed back and the wheelbase stretched. The result is a car with the length of a city car but the width of a supercar\u2014aggressive, squat, and unmistakably purposeful.<\/p>\n

Aerodynamics play a huge role, too. The 3E sports a front splitter, a large air outlet on the bonnet, side scoops, rear wing extensions, and massive intakes to keep the motors cool. Only the mirrors, door handles, and tail-lights are shared with the regular Renault 5. Everything else is bespoke, designed to maximize downforce and minimize drag.<\/p>\n

Inside, the car is just as special. Think bucket seats upholstered in Alcantara, hand-woven tartan on the dashboard, six-point harnesses, and a raft of carbon fiber trim. The digital instrument cluster and infotainment screen are carried over from the standard 5, but the graphics get a retro 1980s twist. Even the driver\u2019s seat gets its own unique color.<\/p>\n

What Technical Hurdles Did Renault Face\u2014and How Did They Overcome Them?<\/p>\n

Weight is the eternal enemy of electric performance cars, especially when you\u2019re chasing supercar-level agility. As Renault Group design boss Laurens van den Acker puts it, \u201cWeight is a never-ending battle.\u201d At 1450kg, the Turbo 3E is impressively light for an EV with this much power, but it\u2019s still heavier than the featherweight Alpine A110. The team\u2019s solution was to use a mix of carbon composites and aluminum, and to optimize every component for weight savings.<\/p>\n

Another challenge was translating the wild concept car into a street-legal, production-ready machine. In the past, carmakers would show off radical concepts that never made it to the showroom. This time, Renault pushed the boundaries, getting remarkably close to the original vision. The result is a car that feels like a concept come to life\u2014something that\u2019s all too rare in today\u2019s risk-averse industry.<\/p>\n

Is There a Future for More Extreme Renault Performance Cars?<\/p>\n

With the Turbo 3E, Renault has shown it\u2019s willing to take risks and cater to enthusiasts who want more than just another practical EV. CEO Fabrice Cambolive hints that if the 3E is a success, there could be more performance models in the pipeline. There\u2019s even talk of celebrating the heritage of other Renault icons, like the Renault 4, with special editions\u2014though nothing is officially planned yet.<\/p>\n

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

Beyond the hype, the Turbo 3E is a rolling showcase for next-generation EV tech. In-wheel motors, advanced battery cooling, and ultra-fast charging are all features that could trickle down to more mainstream models in the future. The car\u2019s ability to deliver both everyday usability (with a 250-mile range) and track-ready thrills (with dedicated drift and rally modes) is a testament to how far electric performance has come.<\/p>\n

The big takeaway? The Renault 5 Turbo 3E isn\u2019t about perfection\u2014it\u2019s about smarter adjustments. Start with one change this week, and you\u2019ll likely spot the difference by month\u2019s end. Whether you\u2019re a die-hard collector or just someone who loves seeing bold ideas hit the road, the Turbo 3E proves that there\u2019s still room for passion, creativity, and a little bit of madness in the electric age.<\/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 the 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\u00a0hyper-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 the first 1000 cars have now been spoken for. Prices now start at \u00a3140k for the remaining cars, slightly inflated over the \u00a3135k launch price.<\/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.”\u00a0<\/p>\n

The company has started building the first prototypes and is on course 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 \u2013\u00a0Alpines<\/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 are not currently any plans to follow it up with similarly extreme limited editions\u00a0but 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 sibling brand,\u00a0Alpine<\/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 tail-lights 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, Renault Group design boss Laurens 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, E’. 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 as in the standard 5, although in this car 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":65996,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"Default","format":"standard","meta":{"footnotes":""},"categories":[2,137],"tags":[],"class_list":["post-65995","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\/65995","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=65995"}],"version-history":[{"count":0,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/65995\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media\/65996"}],"wp:attachment":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media?parent=65995"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/categories?post=65995"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/tags?post=65995"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}