Renault boss Francois Provost outlines his plans after Luca de Meo

Following the abrupt exit of charismatic chief executive Luca de Meo in June, Renault has appointed a new leader. TopGear.com spoke to Francois Provost about what comes next.

De Meo oversaw the introduction of an exceptionally strong range of new models: the 5, 4, Twingo and new Clio. He swapped the motor industry for Kering, the luxury-goods group behind Gucci, YSL, Balenciaga and Alexander McQueen. TopGear.com cannot help wondering whether De Meo chose his moment carefully, perhaps anticipating that Renault’s upward trajectory could not last indefinitely.

Francois Provost’s Renault product strategy

That raises the question of Provost’s priorities: will Renault bring out more new cars, or focus on reducing costs and putting its house in order? “Product is the top line of my new mid-term plan. A second cycle of new cars to extend our lead. We have an advantage over old rivals and China.”

He argues that Renault has historically been prone to cycles, with each wave of fresh products followed by a harmful period of inactivity.

Provost also wants Renault’s quality to reach Toyota standards. He does not name Toyota outright, referring only to the letter T, but Renault is already making considerable progress.

It is also relevant that Provost previously led purchasing at Renault and played a major role in delivering the company’s turnaround over the past five years.

Renault Twingo development and affordability

According to Provost, the Twingo was created in half the usual development time for a Renault. That matters not only because it reduces the costs of development, but because a quicker programme means the car arrives with newer technology.

Renault achieved this by bringing together teams at its French headquarters and in China, where fast-paced work is well established. Provost says every vehicle developed in France will now follow the same methods, allowing them to reach market equally quickly.

The new Twingo is an appealing, adaptable and spacious small electric vehicle, expected to cost comfortably under £20,000 in the UK. Compared with the Renault 5, it has a less expensive, smaller LFP battery, an off-the-shelf permanent-magnet motor and straightforward torsion-beam rear suspension.

Renault’s response to Chinese competition and regulation

Provost also sets out how he believes Europe’s car industry can withstand low-cost Chinese competition, as well as the growing regulatory burden that has made European cars priced below £20,000 increasingly rare.

He notes that when fewer people can afford a new car, the overall vehicle fleet simply becomes older. In his view, that creates the opposite outcome to the one politicians intend. “The parc is ageing so there is no decarbonisation or safety improvement. And it's destroying the industry, a social muscle for Europe.” Whenever a factory closes, roughly 5,000 to 10,000 people lose their jobs.

Other car makers have campaigned for permission to produce smaller vehicles that would avoid much of the current safety legislation. They call these E-Cars. The European Commission had pledged to announce something in December 2025.

Provost, however, takes a different view. He supports electric vehicles: “EVs are good for the customer. People won't go back.”

He is not calling for existing rules to be removed. Instead, he wants no additional requirements for cars up to the size of the Renault 4 or Captur. He says 107 forthcoming regulations are currently proposed. “I just want 10 years without new regulations. A quarter of our engineers are busy catching up with regulations, and we have to apply them retroactively to existing cars. If we stop that we can cut cost.”