Latest news with #LucaDeMeo
Motor 1
6 days ago
- Automotive
- Motor 1
Alpine Wants to Take on Ferrari With a 1,000-HP Hybrid Hypercar
Shortly after revealing its first crossover, the A390 , Alpine hinted at something a bit more spectacular. Just like it's doing at Le Mans, Alpine wants to challenge the likes of Ferrari with a hybrid supercar. At the media reveal for the A390 yesterday, Renault CEO Luca De Meo confirmed to TopGear and others that Alpine is working on a supercar. The site also spoke with Alpine head Philipe Krief, who confirmed the supercar, due in 2028, would be a 1,000-horsepower hybrid, with a turbocharged V-6 driving the rear wheels and an electric motor for each front wheel. Alpine Alpenglow Hy6 concept Photo by: Alpine "This car has three objectives," Krief told TopGear . "One is to bring Alpine up. You need this kind of car as it holds up all the rest of the range. Second, it's a laboratory of innovation, for the supercar, then for Alpine, and then for the whole [Renault] Group. Third, it will make a good business." Conceptually, Alpine's hypercar would be similar to what Lamborghini is doing with the Temerario and Revuelto, and what Ferrari has done with the SF90. Just, with a V-6 in place of something with more cylinders. Alpine plans to launch five new electric models between now and 2030. Next year, it'll reveal the all-electric replacement for the current A110 . Eventually, Alpine will revive the A310 name for a 2+2 electric sports car riding on the same platform as the A110, and the company is also working on something larger than the A390, with which it'll enter the US market. Currently, Alpine also sells the A290, a hotter version of the Renault 5 hatchback. Alpine's motorsports division, Alpine Hypertech, is developing the supercar's powertrain. The firm, which was created after Renault ended its Formula 1 engine program, also runs Alpine's World Endurance Championship effort, among other R&D programs. Krief also told TopGear that the car wouldn't look like Alpine's recent Alpenglow concept (pictured here), and the car doesn't yet have a name. With any hope, we'll see it, along with more Alpine products, in America soon. 18 Source: Alpine More on Alpine Alpine's First Electric Sports Car Has Mid-Engine Proportions The New Alpine A390 Breaks With Tradition Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
6 days ago
- Automotive
- Motor 1
Alpine's First Electric Sports Car Has Mid-Engine Proportions
You know times are changing when Alpine has not one, but two EVs in its lineup. Following the launch of the A290 hot hatch last year, Renault's performance arm introduced the A390 this week as the brand's first SUV. Sorry, it's a sport fastback . Currently hidden under a cover, a third electric model is in the works for a 2026 release. It won't be an addition to the lineup but rather a replacement for the gasoline-powered A110. Alpine will stop taking orders for the turbocharged sports coupe in early 2026, shifting its focus to the EV successor. Initially, the Dieppe-based niche brand partnered with Lotus in 2021 to co-develop a small electric performance car. Just two years later, however, the companies parted ways. Renault chose to pursue the project independently, funding the model's development without a partner. 2025 Alpine A110 55 Source: Alpine While the upcoming electric A110 no longer features a 1.8-liter gasoline four-cylinder behind the seats, it still maintains the proportions of a mid-engine car. It retains Alpine's signature quad lights, though they've evolved from circular to hexagonal. The company previously explored electric sports cars with the A110 E-ternity prototype , unveiled in 2022. That model weighed 3,037 pounds (1,378 kilograms), making it 568 pounds (258 kg) heavier than its internal combustion counterpart. On the subject of weight, Renault CEO Luca de Meo has stated the production A110 EV will be lighter than ICE models in its segment, not that many of those are still available anyway. Porsche is discontinuing the 718 Boxster and Cayman in October, with electric replacements planned for the 'medium term.' Although front-engined, we should mention the BMW Z4 M40i dies next year. De Meo acknowledged that investing heavily in a niche product like the A110 EV was 'not rational,' but the project was approved nonetheless. To help offset development costs, Alpine will also use the bespoke platform for the upcoming A310, a larger and more practical derivative with rear seats. MG Cyberster Photo by: MG Motor MG Cyber GTS concept Photo by: MG Motor The new Alpine and Porsche EVs will enter the rarefied electric sports car space, which already includes the MG Cyberster . Currently sold only as a convertible, the Cyberster will soon gain a coupe version with rear seats to beat the A310 to the market. Alpine's portfolio will continue to grow with larger vehicles, at least one of which is expected to come to North America. Hopefully, the electric A110 will also receive a US visa. The ship has already sailed for the gas model, as production is set to end next year. Catch Up With Alpine: This Alpine Supercar Has a Hydrogen V-6 Engine Alpine Wants to Sell a Hydrogen V-6 Road Car Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: Alpine Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Auto Car
6 days ago
- Automotive
- Auto Car
Alpine will use in-wheel motors on the electric A110 and other sports cars
Alpine's upcoming electric sports cars will use in-wheel motors as part of a radical plan to reduce weight below that of an equivalent combustion engine sports car, Renault Group CEO Luca de Meo has confirmed. 'It will change everything,' de Meo said of the APP (Alpine Performance Platform), which has been designed by the premium brand for up to four separate models- including a sports car due next year to replace the A110, previewed on the sidelines of the A390 SUV's unveiling. In-wheel motors offer a range of benefits to Alpine when trying to package a sports car for the modern era. 'With a motor in the wheels, you have more room for either luggage or footwells, or for sliding your seat backwards or forwards,' Renault Group design head Laurens van den Acker told Autocar. 'The A110 is fine for a weekend but if you want to appeal to a bigger audience, you need more room.' In-wheel motors have forced the designers to slightly widen the car's body, van den Acker added. Alpine plans 'three or four' models off the APP platform, de Meo said. Along with a two-seat coupé and a roadster, Alpine will also launch a four-seat Porsche Taycan rival called the A310, which De Meo described as a 'sports sedan'. The use of in-wheel motors frees up space for Alpine to put the batteries in a different location than the traditional place of under the floor, a format that has proven restrictive for sports cars given the need to force the driver to sit higher. The aluminium platform will save up to 150-250kg compared to equivalent electric sports cars, according to Alpine, but further details remain under wraps. Parent company Renault will use in-wheel motors first in the Renault 5 Turbo 3E - a £135,000 electric hyper-hatchback that's due in limited production next year. That car's two rear-mounted in-wheel motors combine to produce a claimed 3540 lb ft of wheel torque. The all-aluminium platform was developed by Alpine, suggesting it previews the APP. In-wheel motors also allow individual control of separate wheels, known as torque vectoring. Alpine has debuted the technology with its new A390 electric crossover, which uses two inboard motors on the rear of the car. Issues with in-wheel motors include the extra unsprung weight and the potentially damaging forces put through the motor, for example when the wheel hits a pothole, and the design has yet to make it onto a production car.
Yahoo
21-05-2025
- Automotive
- Yahoo
Renault proposes technology sharing to boost vehicle output
Renault, the French automaker, is open to sharing its technology with other car manufacturers, reported Reuters. This technology sharing initiative is aimed at increasing the total production of vehicles with shared features, making them more cost-effective, according to CEO Luca De Meo. Despite a recent unsuccessful attempt to collaborate with Germany's Volkswagen, De Meo affirmed Renault's commitment to cooperation. "We remain fully open," he stated during a parliamentary hearing in Rome. Over the years, Renault has collaborated with several rivals, including Mercedes and Fiat, in specific market areas. Last year, they initiated discussions with Volkswagen to jointly develop an affordable electric version (EV) of the Renault Twingo small car. However, the talks were ended after a few months. De Meo highlighted the potential benefits of sharing technologies, particularly in the sectors of small cars and commercial vehicles. These sectors typically require substantial investments for small returns. "These normally require huge investments for small margins," he explained. In a joint appearance with Stellantis chairman John Elkann last week, De Meo revealed that Renault was not profiting from some small cars. He added that between 2015 and 2030, regulations will increase the cost of a medium-sized Renault-built car by 20% and for small cars by 40%. In another development, Renault unveiled 4 Savane 4x4 Concept at the Roland-Garros French Open tennis tournament. The new Savane concept comes with ground clearance that is 15mm higher than the standard Renault 4 E-Tech electric. It also features a second electric motor on the rear axle for permanently available all-wheel drive. "Renault proposes technology sharing to boost vehicle output – report" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Telegraph
20-05-2025
- Automotive
- Telegraph
Renault R4 review: A fine-driving machine that's more luxurious than the original
Renault, the 126-year-old, partly French state-owned car maker, has changed direction in recent years. Once it was remorselessly future-faced, with advanced and controversial ideas of what cars should look like, typified by models such as the Dauphine, the 16, the Espace, Avantime and Vel Satis and of course the original Renault 5. It's now moving in a contrary direction with this year's distinctly-retro Car of the Year, the electric Renault 5. Under Luca De Meo, who was appointed in 2020 after masterminding and relaunching the retro-inspired Fiat 500, Renault has once again looked to the models we once loved for inspiration. And with the electric R5 occupying first place in retail EV sales in the UK, it proves that with the right car at the right price, European firms can take on and beat the Chinese. Costing from £26,995, the Renault 4 goes on sale this July with first deliveries in September. The name harks back to the phenomenally successful Renault 4 launched in 1961 and selling eight million globally in 30 years of production. This new R4, however, is much larger and a deal more luxurious than the charming but utilitarian original. Homage or all new? That hasn't stopped the PR machine telling us how much inspiration came from that first R4, many of which can still be seen still working hard in the more rural parts of Portugal where the launch took place. The rear three-quarter window over the rear wheel, the full-length illuminated glass grille, the round headlights and the tailgate shape are all touted as similar to the old R4. That's as maybe, but the windscreen is the wrong shape, which loses the original's naive and cute look; the stripped-out, utilitarian feel of the Sixties car is completely gone. That's confirmed when my wife calls me in the car on Apple CarPlay and Reno, the car's super-annoying avatar, appears over the top of the navigation page on the touchscreen to listen in and won't go away until I'd given it some choice Anglo-Saxon commands. Add a litany of extras such as heated seats and steering wheel, powered tailgate, various driver-assist modes and one-pedal regenerative braking and you end up with a car which is as far from utilitarian as a Sultan's palace. The truth is that Dacia is Renault's utility marque; the new R4 merely plays with the idea for modern families. As to the rivals, well think Fiat's 600e and Grande Panda, Kia's EV3, the new Mini Aceman, Citroën's new ë-C3 Aircross, or the Jeep Avenger, another Car of the Year award winner. Back in the day, the R4 was always cheaper than its better-equipped R5 counterpart. This 21st century R4 is the more expensive of the two, although comparisons are complicated. The new R5 has a lower-power battery option starting at £22,995, which isn't available in the R4. If you match battery size, not trim levels, there's nothing in it; the 52kWh R5 costs the same as the starter-price R4 with the same battery at £26,995. Match the cars spec-for-spec and you're looking at an additional £2,000 to move from R5 to R4, up to £30,995 for the top model Iconic, although a forthcoming canvas roof option will add another £1,500. The running order Under the skin is Renault's Amp-R chassis also used in the R5. Unusually for this segment the suspension is all-independent, MacPherson strut at the front and a multi-link set-up at the rear, which hints that a 4x4 option could eventually be offered. The EV drivetrain comprises a 52kWh lithium-ion NMC battery, with a 148bhp/181lb ft permanent-magnet AC motor driving the front wheels through a step-down gear. Top speed is 93mph and 0-62mph achieved in 8.2sec. Claimed efficiency is about 3.9 miles per kWh, although that doesn't quite equate to the claimed maximum range of 247 miles. Portugal was warm and the route, though hilly, was gentle, which gave an efficiency reading of 4.2 miles per kWh, which means a range of about 218 miles. Tailpipe (spot the deliberate error) emissions are zero, but using UK electricity generation data, CO2 emissions are of the order of 27g/km. The R4 will fast charge up to 100kW DC, which means a 15 to 80 per cent charge takes about half an hour. Using a household 7.4kW wallbox, a full charge takes almost eight hours. A heat pump is standard and the R4 weighs 1.462 tonnes (an original weighed only 600kg) and will tow up to 750kg. Inside job Although there's an additional 8cm in the distance between the front and rear wheels compared with the R5, it's not much wider and it feels quite snug inside. You'll just about jam three grown teenagers in the back but they'll be moaning within a couple of miles. The rear-seat backs fold 60/40 per cent on their bases to give a highly stepped load floor. The boot capacity is a healthy 420 litres (375 litres in VDA measure) with the rear seats up and 1,405 litres with them folded – there's also a false floor with a 55-litre space underneath for the charge cables, while the top model Iconic trim has a powered tailgate. Of note, too, is the low load lip. As mentioned, there's not much utilitarian to the plush interior, with expensive-feeling fabrics over the facia and an angled twin screen comprising the instrument binnacle and the touchscreen. The graphics and control systems are straightforward, but occasionally distracting, while the Google-based navigation system misbehaved so I resorted to Waze to follow the test route. The seats are plush, nicely upholstered and well bolstered. You sit quite high at the wheel, with good visibility to the sides but rearward views slightly obstructed by the rear-seat headrests. On the road No original R4 was ever this brisk. This new battery-powered version feels like a speeded-up chase sequence from a caper movie, not madcap fast, but a deal quicker than you'd expect, which makes overtaking easy. It rides nicely, too, with a gentle, almost bobbing gait, with a bit of body roll which is ultimately well controlled; it feels as though passengers are going to be comfortable rather than queasy. That said, the 18-inch tyres will crunch through potholes and over the more pronounced sleeping policemen. The handling is also well configured, imparting a sense of control and confidence that allows you to accurately position the car into a corner, it doesn't create a drama if you find you need to apply a bit more steering lock. In fact, the R4 feels progressive and balanced if you push it hard through a turn. While that sort of fast driving isn't what this car is intended for, it matches the spirit of the original which always seemed to be driven with some gusto. The brakes feel powerful with a progressive-feeling pedal and a decent grab at the top of its travel. And as with all Renaults, there's a Perso button, which can be set up to eliminate some of the more annoying advanced driver assistance system (ADAS) aids with a double push. In fact, it's a really fine-driving machine and after four hours at the wheel I still felt comfortable and ready to carry on, which can't be said of all its rivals. The Telegraph verdict There's not a lot of the past in the appearance of this new R4 and in that respect at least, it lacks the gotta-have-it mien of the R5, which is reminiscent of its forebear visually. Therefore the new R4 speaks more to the head than the heart, which is probably about right for what will be for many families their only car. The family crossover market is looking for space and comfort before nostalgia and, in that case, the R4 delivers au point. The facts On test: Renault R4 Techno 150PS Comfort Body style: five-door five-seat family crossover On sale: July 2025 How much? £26,995 to £30,995 (£29,000 as tested) How fast? 93mph, 0-62mph in 8.2sec How economical? 3.9 miles per kWh (WLTP Combined), 4.2m/kWh on test Powertrain: 52kWh gross lithium-ion NMC 622 battery pack with AC permanent magnet motor, front-wheel drive Range: 247 miles (WLTP), 218 miles on test Charging: 11kW on-board charger on board; 15-80 per cent on 100kW charger 30 minutes, 0-100 in 4hr 44min; 7.4kW household wallbox, 100 per cent in 7hr 47min Maximum power/torque: 148bhp/181lb ft CO2 emissions: 0g/km (tailpipe), 27g/km (CO2 equivalent well-to-wheel) VED: £0 Warranty: three years/100,000 miles on car, eight years/100,000 miles on battery The rivals Jeep Avenger Electric, from £29,999 A former Car of the Year winner and available with pure electric and hybrid petrol/electric and with front-wheel drive or 4x4, the this is stylish and good to drive but not as comfortable, fun or as spacious as the R4. The 54kWh battery can be fast charged at 100kW and gives a 249-mile range. Citroën ë-C3, from £21,990 Also available as a hybrid, this family crossover has a 44kWh battery using the more robust but space-hungry LFP chemistry so the 203-mile range and 100kW DC fast charging are far from class-leading. It's great to drive though, with a terrific ride quality. The £23,095 e-Aircross is larger and just as good to drive, but the range is only 188 miles.
