Dacia Hipster to launch in 2027 as an electric Kei-Car. According to a British media report, Dacia will offer an electric microcar called Hipster in Europe starting in 2027. The light vehicle of the L7e class was presented as a concept around a year ago and is expected to roll off the same production line in China as the first Spring generation. By Cora Werwitzke 28.09.2026 - 10:31 Dacia unveiled the Hipster as an electric concept in October 2025, with no series production plans at the time. As Autocar now reports, the Hipster is set to enter production next year and will launch in the UK for under £10,000, according to the publication, citing a "source close to the project". This price converts to approximately €11,000. The Hipster is expected to be built at the Chinese plant where the outgoing first generation of the Spring was also produced by the local joint venture eGT New Energy Automotive - a collaboration between Renault, Nissan, and Dongfeng. This aligns with previous reports. In February 2026, the French publication Auto Infos reported on a possible series production of the Dacia Hipster in China, subject to final production approval. This approval has now apparently been granted. This marks an important signal for the Shiyan plant, especially since the recently unveiled second generation of the Spring is now to be produced in Slovenia rather than China. As for the Hipster itself, the boxy compact car essentially represents a European interpretation of Japan's popular 'kei cars'. The microcar is intended to be positioned below the Spring. Strict constraints are required for the vehicle to comply with the European L7e class, which cannot exceed an unladen mass of 450 kg (excluding battery), a maximum power output of 15 kW, and a top speed of 90 km/h. As an L7e electric vehicle, the Hipster would likely not be subject to the EU's special tariffs on Chinese-produced electric cars, as these regulations apply to M1-class vehicles, not L7e vehicles. According to Autocar, the production model is expected to remain relatively close to the concept. When the concept car was presented, it measured three metres in length, 1.53 metres in height, and 1.55 metres in width. Thanks to its boxy proportions, virtually non-existent overhangs, and vertically oriented windows, the Hipster offers four full-sized seats and space for luggage on this comparatively tiny footprint. Depending on the configuration, the boot capacity is said to range between 70 and 500 litres, with the latter figure available when the rear bench is folded flat. The concept also featured a split tailgate (with the lower part folding down like a pick-up, designed to simplify loading). But according to Autocar, this approach will not make it into the production model and the series Hipster is expected to have a side-hinged rear door instead. The British automotive news site also points to the positioning of the microcar within Dacia's product range, which evolved dynamically even before its market launch. Under former Dacia CEO Denis Le Vot, the vehicle was apparently meant to succeed the Spring. However, the Renault Group decided instead to introduce a Spring derivative based on the revived Renault Twingo. Both models are now production-ready and poised to enter the market. Meanwhile, as an indirect successor to Le Vot, Fabrice Cambolive, the new Chief Growth Officer of Renault and Dacia, has since decided to revise the Hipster product concept once more to further reduce costs. The manufacturer is reportedly seeking significant development support from China for this purpose. The final version of the Hipster is expected to be unveiled next year, according to Autocar. What is already clear is that the new electric Dacia is meant to serve as a counterpoint to the heavy and technology-laden electric cars currently on the market. By forgoing "gimmicks", Dacia aims to keep not only costs but also the CO[2] footprint to a minimum. For example, in the cockpit, the Romanian automaker is embracing its "bring your own device" philosophy. The driver's smartphone serves not only as a key for the vehicle but also, via a "docking station", as the navigation display and infotainment screen. In the concept, a simple Bluetooth speaker serves as the sound system, while the side windows are sliding rather than electrically operated. Traditional door handles have also been replaced with loops. autocar.co.uk 0 comments. about "Dacia Hipster to launch in 2027 as an electric Kei-Car"

Renault Duster Hybrid launch on October 17: expected price, mileage, power and more. * Authored by: Sanorita Simran * Updated: Sep 28, 2026, 08:58 IST Renault will launch the Duster strong-hybrid in India on October 17, 2026. The new variant will add a more efficient powertrain to the existing range. Renault is set to expand the new Duster range with a strong hybrid option. The long-anticipated Renault Duster hybrid is set to launch in India on October 17, 2026. The new variant will sit alongside the SUV's 1.0-litre and 1.3-litre turbo-petrol versions. Renault launched the new-gen Duster in India with two turbo-petrol engine options in March this year. While the powertrain figures of the new Hybrid version are already known, Renault is yet to reveal the hybrid variant's final price and official mileage figures. The India-spec SUV will use Renault's E-Tech strong-hybrid system, which combines a petrol engine with electric motors and a battery pack. Here's all you can expect from the new Duster hybrid version in India. Renault Duster Hybrid: powertrain. The new Renault Duster hybrid will use the HR18 strong-hybrid system. It is developed by Horse Powertrain, and the Renault-Geely joint venture. The official ARAI fuel-efficiency figure for the India-spec Duster hybrid is still awaited. Renault, however, says the SUV can run in EV mode for up to 80% of typical city driving. At this new powertrain's core, there's a 1.8-litre, four-cylinder naturally aspirated petrol engine with two electric motors and a 1.4kWh battery pack. One electric motor works as a starter-generator, while the other drives the wheels. The powertrain is said to produce 160hp and 172Nm, driving the front wheels through a multi-mode automatic gearbox. It uses fixed gear ratios instead of an e-CVT and supports electric, petrol and hybrid driving modes. The new variant will bring third powertrain option for the SUV. Renault Duster Hybrid expected mileage. The official hybrid Duster mileage figure has not been announced yet. However, speculations indicate that the Duster hybrid could deliver around 22-25km/l. Renault Duster Hybrid expected price. In terms of prices, the Duster Hybrid is likely to carry a starting price of Rs 20 lakh (ex-showroom). Renault is expected to introduce the Hybrid in the higher variants. Renault currently offers the Duster with prices beginning at Rs 10.49 lakh, ex-showroom. The strong-hybrid variant is likely to command a premium over the existing versions, although its prices will be revealed at launch.

Sacha Fenestraz reveals Ferrari simulator role and plans for first F1 test. Sacha Fenestraz has offered a rare insight into his work inside Ferrari's Formula 1 simulator programme, explaining how he supports the development process at Maranello and revealing that he could get the opportunity to drive an F1 car on track in early 2027. McLaren marks the next chapter with the reveal of an evolved identity The 27-year-old Argentine driver, who was born in France and raised in Córdoba, has moved another step closer to his long-held Formula 1 ambition. After previously being part of Renault's development programme and later working in Mercedes' simulator, Fenestraz left the German team to join Ferrari, where he now contributes to simulator work at Maranello. Sacha Fenestraz moves from Mercedes to Ferrari's F1 simulator. Fenestraz told InfoBae that the story began in 2022, when he had signed for his first season in Formula E and was completing his racing campaign in Japan. Mercedes representatives contacted his manager, leading to a simulator role that continued until the end of last year, when the opportunity to move to Ferrari emerged. "It's a dream to be able to work for a team that means so much in the sport," Fenestraz explained. His Formula E experience proved particularly valuable to the Italian team, especially his knowledge of the power unit, battery and electrical energy management. Those are areas in which his previous racing experience provided expertise that Ferrari appreciated when bringing him into its simulator operation. Because of the gardening leave that is commonplace when personnel move between Formula 1 teams, Fenestraz was only able to begin working properly with Ferrari in July 2026. His contract gives him a significant allocation of simulator days, but the delayed start means he expects to complete between 15 and 30 this year. For next season, that figure should increase to around 50 days. How Ferrari simulator work supports Lewis Hamilton and Charles Leclerc. The daily routine changes substantially depending on the type of work Ferrari requires. During conventional development sessions, Fenestraz generally works from around 9 or 9:30 in the morning until 4 or 5 in the afternoon. Race support is a very different challenge. During those weekends, Ferrari's simulator operates in parallel with the real track sessions, allowing the Maranello engineers to prepare and evaluate changes requested by Lewis Hamilton and Charles Leclerc. The simulator driver's work therefore forms part of the wider process of responding to feedback coming directly from Ferrari's race cars. Fenestraz had already performed this type of race-support work for Mercedes, although he has yet to do so with Ferrari. The working hours can become considerably longer and depend heavily on the time difference between Maranello and the circuit hosting the Grand Prix. He recalled one particularly demanding example from Canada last year, when his simulator shift began at around 10pm and continued until six or seven the following morning. "You get schedules like that where you don't sleep," Fenestraz explained. He prefers not to disclose too many specifics about the exact content of his Ferrari work, but explained that his responsibilities are primarily focused on managing variables for the current season, making use of the experience he accumulated in Formula E, as well as technical areas with a longer-term focus. The role illustrates how simulator work extends beyond conventional car development, with virtual testing also helping teams respond to the requirements of a live Grand Prix weekend. Ferrari's wider technical development and analysis can be followed in the Ferrari technical analysis section. Fenestraz sees a genuine chance to test a Ferrari F1 car. One of the aspects that excites Fenestraz most is the realistic possibility of finally driving a Formula 1 car on track, an opportunity that never materialised during his time with Mercedes. "There is a strong possibility, more than there was with Mercedes, that they'll put me in the car for a day of testing on track," he explained. "They already do it with the current simulator drivers. Everyone who is there gets those test days as promised." If everything proceeds according to plan, Fenestraz expects that opportunity to arrive at the beginning of 2027. "Definitely at the beginning of next year, if everything comes together, I should be testing it," he added. "Obviously it's a dream, because ultimately that's where you can prove something." Several formats could provide the opportunity. It might take the form of a TPC test using a previous Formula 1 car, a Friday free-practice session reserved for young drivers or an end-of-season rookie test. Fenestraz is relying on the word of a person whose identity he cannot reveal, but who has assured him that he will get an opportunity to drive the car in the not-too-distant future. Fenestraz describes the emotion of entering Ferrari at Maranello. Working for Ferrari has also made a powerful personal impression on the Argentine. His first experiences inside the Maranello factory were markedly different from the familiarity he had developed during his time at Mercedes. "I'm at Disney. This whole thing is like a movie," Fenestraz explained. "Just setting foot in there, having your own pass with your face on it to enter the factory, is crazy. Everything about Ferrari is enormous. You go from being out on the street to spending the whole day doing tests. You've got the Fiorano track behind the simulator department. It's all a dream." On his first day, Fenestraz felt more like a Ferrari supporter than somebody arriving there to work. "In front of the entrance there are fans all day taking pictures or waiting for someone to come out," he explained. "It's crazy. It's an entire town based solely around Ferrari." Fenestraz immediately visited the nearby Ferrari museum and bought a wide range of merchandise. Whereas entering Mercedes had eventually become part of his everyday routine, he says arriving at Maranello still leaves him smiling from ear to ear each time, as though he were walking through the gates for the first time. Ferrari's simulator driver group and an F1 dream that remains alive. Ferrari's simulator programme involves a relatively small group of approximately five or six drivers who also compete in other categories. Fenestraz currently races in Japan in Super Formula and Super GT with Toyota, a programme that gives him greater availability during Formula 1 weekends than several of his simulator colleagues who compete in the World Endurance Championship. Despite being 27, Fenestraz has not abandoned his ambition of eventually racing in Formula 1. "Dreaming is free, fortunately, because I still have so many dreams alive," he explained. "I'm 27, I'm getting a little older, but the dream is still there and the opportunities are still there." He also continues to remember advice given to him by his former brother-in-law José María López: a driver must always be ready because opportunities of this kind do not appear ten times a year. When the chance to test finally comes, the priority has to be delivering the best possible performance. For Fenestraz, Ferrari therefore represents considerably more than another simulator assignment. His work at Maranello allows him to contribute behind the scenes to the development and race-weekend preparation of the cars driven by Lewis Hamilton and Charles Leclerc, while simultaneously keeping alive the possibility that his own opportunity in a Formula 1 cockpit could finally arrive.