The twingo returns: a retro gem that's surprisingly modern

Let me be blunt: I’m not the right person to assess the new Twingo. I drove the original in the 90s – a joyous little car that simply fit into your life in a way only truly great machines do: creating uses you never anticipated. This new version aims to recapture that magic, and frankly, it succeeds remarkably well. Forget the powertrain changes; driving it feels disconcertingly familiar – a testament to its enduring spirit.

A shockingly familiar experience

I’ve spent time with the Fiat 500 Hybrid – ‘It’s the most stylish urban hybrid that ever should have disappeared’ – and it raises the question: how can I possibly be objective? Perhaps I’m being overly generous, indulging in nostalgic memories of a simpler, hopeful time. Or maybe I’m unfairly critical, confronting the stark reality that that original spark has faded into the rearview mirror. Let’s start with the facts: Renault’s mission with the Twingo is to remind people of that iconic success in left-hand drive markets – a model that was never built for places like England or Australia.

Part of its appeal was its incredible affordability. Achieving that with an electric car is a monumental challenge – the battery cost alone makes it difficult. And competing with Chinese manufacturers, offering similar value, is even harder. But Renault is offering it in two versions, at least one significantly under €20,000. Don’t ask me about the 27.5 kWh battery and its 263 km WLTP range – I’ll leave the numbers to the engineers.

Design that echoes the past

The 2026 Twingo’s design is, unequivocally, a first from Gilles Vidal. While it’s grown slightly, adding two more doors and a wider track, it retains the original’s distinctive monovolume shape, with the front windscreen flowing seamlessly into the bonnet. Think Countach, but with a quarter of the drama and several tons less ego. The LED headlights, the ‘smile’ air intake, the rounded rear window – it’s a deliberate homage, a conscious nod to the past. And it’s surprisingly sophisticated; the rear window is flush with the bodywork, lending an air of understated elegance and significant cost savings. The clever use of a hinged rear window, similar to a three-door, is a brilliant solution that avoids the added expense of a traditional folding mechanism.

Even at speed, the ventilation effect is noticeable. The small fins above the rear lights manage airflow, mirroring the design features of the original. Inside, the key throwback is the sliding rear seats. They move independently, offering significantly increased cargo space – even rivaling that of a Megane – when folded forward. Folding them back provides space for a child’s seat, easily accommodating a little one with room to spare.

I’ve learned, from my days as a bachelor with a first-generation Twingo, that the biological needs of a small child will always necessitate extended travel. But it’s a testament to the car's design that it manages to be both affordable and adaptable. It’s a remarkably rational solution – a testament to efficiency – yet it also appeals to something deeply irrational within us: our desire for a car that’s both practical and joyful.

Engineering efficiency

This affordable electric car from Renault was conceived in Paris, based on the R5 platform, but incorporating key cost-saving measures. A torsion beam rear axle instead of a multi-arm one, a compact 82 hp engine, and a cell-to-pack battery with LFP cells. The pack also includes an electric heater, saving on weight and cost by eliminating liquid cooling. This reduces the maximum charging rate to 50 kW – a half-hour charge from 15 to 80 percent. Importantly, this overall package is 20% cheaper than a comparable modular battery system using NMC batteries. The top speed is limited to 130 km/h, and the 0-100 km/h sprint takes 12.1 seconds. But its lightness, combined with its modest torque, makes it surprisingly agile. The steering provides good feedback, informing the driver of grip, and remains relatively neutral.

Renault went to China to compete. They established a development center in Shanghai, employing most of its 200 Chinese engineers. Their workday ends when ours begins, ensuring a rapid turnaround. The car was developed in two years – half the time typically required. This accelerated launch translates to two extra years of revenue.

The key to this speed was avoiding pre-determined decisions and preventing runaway project growth. There won’t be a larger battery option, more power, or an Alpine version. Those are tasks reserved for the R5. The Twingo isn’t an R5; it’s more relaxed, more urban, more versatile. You take it or you don’t. It’s a simple, focused proposition – four seats, two trim levels, and a limited palette of colors. Simplicity equals cost savings. The Renault Twingo RS 133: When Renault delivered a pocket-sized sports car in the early 2000s that hasn’t been replicated.

Ultimately, the Twingo embodies a timeless spirit – an unwavering optimism that mirrors its 90s debut. It radiates joy, just as it did then. And that, frankly, is why it matters today.”