Renault Twingo review: a genuinely different city car

That’s a sharp-looking little car, isn’t it?

Absolutely. City cars generally aim for one of two looks: either a shrunken version of a larger car, or an oversized, overly cute toy. Neither approach often works. The Twingo takes neither route. It looks entirely at ease with itself.

Renault Twingo design and rear-engined layout

What lies beneath the bodywork?

This is where it becomes more intriguing still. It is not intended to be a scaled-down conventional hatchback, either. Its engine sits at the rear. As a result, the front can be shorter while retaining an adequate crumple zone, freeing up extra space for occupants. Although it is shorter than the previous Twingo, its wheelbase is 12cm longer.

The engine has to fit somewhere, though. Putting it at the back must compromise the boot and rear crash protection, surely?

Both are reasonable concerns. Renault has addressed them by mounting the engine almost flat on its back, allowing it to fit beneath the boot floor. In an accident, it moves downwards and forwards, rather than into the backs of rear-seat passengers.

So its mechanical arrangement is much like a Smart’s?

Exactly. The latest Twingo is closely connected to the new Smart models. Renault and Daimler engineers jointly developed the Twingo, Smart Fortwo and Smart Forfour at Renault’s Paris technical centre.

Beneath their bodywork, all three use the same engines, gearboxes, suspension components, electronics, platform and seat structures. Renault says it had long wanted to build a rear-engined Twingo, but could not justify the cost of a bespoke platform. Once Renault-Nissan began collaborating with Mercedes on several projects, this became an obvious opportunity for joint development.

Renault Twingo driving experience

But Smarts have traditionally been fairly awful to drive. Does the Twingo offer poor performance, overly eager steering, a childish ride and a jerky gearbox?

No. First of all, it has a manual gearbox, and it shifts rather pleasantly. With its longer wheelbase and broader track, the Twingo feels reassuringly settled on the road. Unfortunately, the entry-level version has a slow steering rack, meaning you need plenty of arm movement at mini-roundabouts. The 90bhp turbo versions receive a rack that becomes quicker as steering lock increases, eliminating that issue. Its ride is not quite as calm as an Up’s, but it is never uncomfortable.

Does the rear engine bring any handling benefits? And can it drift spectacularly?

There is no oversteer. Its non-switchable ESP behaves like an excessively keen health-and-safety officer in a hi-vis vest. Nevertheless, the layout has clear benefits. A light front end makes it exceptionally nimble on winding roads. Because the steering is not affected by torque forces, it feels notably clean and direct. With the engine and exhaust placed further from the cabin, there is less noise to hear.

It also suits city driving brilliantly, thanks to an extraordinarily tight turning circle. You can make discreet U-turns and backdoubles like a London cabbie. Manoeuvring into and out of cramped parking spaces is almost absurdly straightforward.

Renault Twingo engines, price and equipment

Is it strictly a town car, then, or does it cope with faster roads?

That comes down to the engine chosen. The naturally aspirated 70bhp three-cylinder entry-level unit is rather hopeless when overtaking or climbing hills. You need the turbocharged three-cylinder, which produces 90bhp and a healthy helping of torque. Its turbocharger and the Twingo’s low weight make it the strongest performer among the smallest cars, as well as the most entertaining baby car available at this price.

And that price is?

Prices begin at £9495 for the basic 70bhp model. It lacks air conditioning, which is included in a £500 pack, but it does come with LEDs, DAB, USB, Bluetooth and a smartphone cradle with a free navigation app. Choosing the turbo means selecting the highest trim level, priced at £11,695.

Is the extra outlay justified?

Yes. This is a truly distinctive piece of design and engineering, and it delivers genuine gains rather than merely being different for the sake of it. Crucially, for the same money, it is considerably more enjoyable than an entry-level supermini.