Renault 5 Turbo 3E: A Retro Icon With Motors Inside Its Wheels
Renault is reviving one of its most famous hot hatches as a full‑electric mini‑supercar – and rewriting EV packaging in the process. The Renault 5 Turbo 3E will be the first European passenger car to enter production with in‑wheel motors, using Protean Electric technology mounted directly in the rear wheels. Instead of a single central drive unit, the car’s rear wheels are each powered by compact in‑wheel motor modules delivering a combined 555hp, good for 0–100km/h in under 3.5 seconds. That performance puts the 5 Turbo 3E firmly in modern supercar territory while retaining its retro, rally‑inspired character. Renault’s Alpine brand CEO, Philippe Krief, describes it as a “retro road supercar,” with the in‑wheel motors as a key selling point that links cutting‑edge electric motor innovation to the spirit of the original Renault 5 Turbo.
What Is an In‑Wheel Motor EV and Why Is It Hard to Build?
An in‑wheel motor EV places its propulsion motors directly inside the wheel hubs rather than on a central axle or between the wheels. In a conventional electric car, a main traction motor drives a differential and half‑shafts; in‑wheel systems remove these components, sending power straight to each wheel. This promises cleaner packaging and more design freedom, but it has long been difficult to commercialise. The main challenge is that the motor becomes part of the wheel assembly, exposed to water, dirt, and constant shocks from the road. It must remain compact, powerful, highly sealed, and reliable over years of use. Automakers also need precise control electronics to coordinate multiple motors smoothly. As the broader automotive motors market shifts toward compact, high‑efficiency designs and smarter control systems, suppliers like Protean Electric are finally making in‑wheel solutions production‑ready.
The Big Upsides: Space, Packaging and Sharper Handling
Moving the drive motors into the wheels frees valuable space elsewhere in the car. Without a bulky rear axle, differential, or long driveshafts, engineers can carve out more room for batteries, luggage, or cabin space – a major advantage for small city cars and compact performance EVs like the Renault 5 Turbo 3E. Because each wheel has its own motor, the system can also deliver highly precise torque vectoring, varying power side‑to‑side to help the car turn more sharply and stay stable under acceleration. For a mini‑supercar, that means more playful, controllable handling. For everyday EVs, it could mean safer, more predictable behaviour in slippery conditions. As vehicles add more electric and electronic systems, the trend toward compact, integrated motors aligns neatly with in‑wheel architectures, hinting at new flexibility in how future EV platforms are laid out.
The Trade‑Offs: Unsprung Mass, Durability and Cost
In‑wheel motors introduce serious engineering trade‑offs. Because the motor sits in the wheel, its weight becomes unsprung mass – the part of the car not cushioned by the suspension. More unsprung mass can make ride comfort worse and reduce tyre contact on rough roads. The motor also has to survive years of potholes, curb hits, and exposure to water and debris, all while delivering high power and efficiency. These constraints have kept in‑wheel designs mostly in prototypes. Protean Electric technology aims to tackle these issues with tightly packaged, sealed units and control software tuned for smooth, responsive behaviour. However, the system’s complexity and the need for robust components can still drive up cost compared with a single central motor. The Renault 5 Turbo 3E shows that, at least for premium and performance‑oriented models, manufacturers are now confident the benefits outweigh the compromises.
From Niche Tech to Everyday EVs: What It Could Mean for Southeast Asia
Automotive motors are multiplying across modern vehicles, from propulsion to comfort and safety systems, as cleaner, more connected mobility grows worldwide. Technologies that debut in niche projects, such as the compact performance EV Renault 5 Turbo 3E, often filter down into mainstream models over time. In‑wheel motor EV platforms could be particularly attractive in Southeast Asia and Malaysia, where dense cities and tight streets favour small, space‑efficient vehicles. City cars with in‑wheel motors could offer more interior room on a tiny footprint, while last‑mile delivery EVs might benefit from flat floors and flexible cargo layouts. At the higher end, performance‑oriented imports could use Protean Electric technology for agile handling without sacrificing practicality. As demand for electric vehicles rises in Asia‑Pacific, innovations in electric motor design and packaging are likely to shape the next generation of regional mobility solutions.