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New Renault Triber Turbo review: more power, better safety, and improved driving experience. September 29, 2026 The Renault Triber has long been appreciated for its clever modular seating, sub-four-meter footprint, and practical cabin layout. However, the most consistent critique from buyers was its naturally aspirated engine feeling sluggish under a full load. Renault has directly addressed this concern with the introduction of the new Triber Turbo. Equipped with a punchier 1.0-litre turbocharged petrol engine, significant structural updates, and a recalibrated suspension setup, the Triber Turbo undergoes a transformation into a well-rounded and energetic family MPV. Renault Triber Turbo: engine performance and dynamics. Under the hood, the new Triber Turbo is powered by a 1.0-litre three-cylinder turbocharged petrol engine that generates 100 PS of peak power and 180 Nm of maximum torque. This boost in output delivers linear acceleration right from low revs, making quick overtaking maneuvers on highways effortless. Power is delivered exclusively through a 5-speed manual gearbox. The extra torque ensures that driving with a full passenger load or climbing steep gradients no longer feels like a struggle. While minor idling vibrations typical of a three-cylinder motor remain, the overall power delivery and high-speed stability elevate the driving experience. Renault Triber Turbo: real-world mileage and handling. Despite the increase in performance, the Triber Turbo maintains practical fuel efficiency. The manufacturer claims an official fuel efficiency figure of 21 kmpl, while real-world city and highway mixed conditions yield approximately 13 to 14 kmpl. The robust suspension system absorbs road imperfections effortlessly, providing a composed ride over rough surfaces. The light steering setup facilitates easy parking and tight maneuvering in city traffic. While an automatic gearbox option is currently absent, Renault has confirmed plans to launch an AMT/CVT variant in the near future. Renault Triber Turbo: enhanced safety and platform upgrade. Safety has received a substantial upgrade alongside the mechanical changes. The Triber Turbo utilizes a heavily revised version of the modular RGEMP architecture. Structural reinforcements improve crash safety performance and body rigidity. The upgraded platform also allows better power handling and lays the foundation for integrating future powertrain technologies. Final verdict: is it worth buying? The addition of the 1.0-litre turbo-petrol motor elevates the Renault Triber into a versatile performance-oriented compact MPV. With sensible pricing over the naturally aspirated variant, the Triber Turbo delivers an attractive balance of utility, power, and safety for modern families. - Never miss a story with notifications - Browse free from up to 5 devices at once

Bigger battery for Kia PV5 Chassis Cab boosts range. September 28, 2026 Kia is fitting its PV5 Chassis Cab with an optional 71.2 kWh battery, nearly 40 percent larger than the 51.5 kWh pack the conversion-friendly van launched with late last year. The long-range version of the PV5 keeps the 120 kW motor and adds 10-80 percent DC fast charging in about 30 minutes, with a full 11 kW AC charge taking six and a half hours. The Chassis Cab variant determines whether Kia's Platform Beyond Vehicle strategy extends beyond panel vans into tippers, fridges and municipal fleets. Coachbuilders determine range. Of course, fixing a range figure isn't an easy task in this case. Kia quotes up to 416 km WLTP for the 71.2 kWh battery, but that figure belongs to the L2H1 Cargo, the closed panel van. In a chassis cab, the finished form is whatever a coachbuilder bolts onto the exposed rear frame, which will decisively influence range. Also, on a panel van, a bigger battery buys useful range. On a chassis cab, payload is the product: every kilo of battery is a kilo the customer cannot invoice. The 51.5 kWh launch version carries up to 1,005 kg. The 71.2 kWh pack will eat into that, and Kia has not yet published how much. The PV5 has claimed 13,116 registrations in the first half of 2026, which is roughly 37 percent of all electric C-segment van sales in Europe, making it the bestseller in its segment. But panel vans are the easy end of electrification. Competition from Ford and Renault. In the compact chassis cab segment, Kia currently has almost the category to itself. But not for long. The sharpest threat comes from Ford. Its Transit City EV chassis cab, shown at IAA 2026, is the company's first 1-tonne electric chassis: a 56 kWh LFP battery, 150 hp and up to 1,275 kg payload (more than the PV5 manages even with the smaller pack) Renault follows later this year with the Goelette E-Tech, officially offered as chassis cab, box and tipper on the new 800-volt Flexis skateboard platform. Notably, the Mercedes eVito, Ford E-Transit Custom and VW ID. Buzz Cargo offer no chassis cab at all. The larger stakes sit just beyond: the PV7 arriving in 2027 and a PV9 following in 2029 are meant to complete an all-electric ladder from compact van to light truck. Chassis-cab variants of these versions are very likely, as the PV range is built around flexibility. Pricing and delivery timing for the 71.2 kWh chassis cab will be published closer to launch.

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"