Renault 5

The Renault 5 is a four-passenger, three or five-door, front-engine, front wheel drive hatchback supermini
manufactured and marketed by the French automaker Renault over two generations: 1972–1985 (also called R5) Renault 5
and 1984–1996 (also called Super 5 or Supercinq). The R5 was marketed in the US and Canada as the Le Car,
from 1976 to 1983.[1] Renault marketed a four-door sedan variant, the Renault 7, manufactured from 1974 to
1984 in Spain by Renault's subsidiary FASA-Renault[2] and exported in limited markets.

The Renault 5 became the best-selling car in France from 1972 to 1986,[3] with a total production exceeding 5.5
m over a 14-year period, making it France's most popular car.[4]

Contents
Second generation R5
First generation (1972–1985)
Renault 5 Alpine/Gordini/Copa Overview
Renault 5 Alpine Turbo/Gordini Turbo/Copa Turbo Manufacturer Renault
Renault 5 Turbo Production 1972–1996
Renault Le Car Body and chassis
Chronology
Class Supermini (B)
Engines
Motorsport Chronology

Production elsewhere Successor Renault Clio

Renault Twingo
Second generation (1984–1996)
Renault 5 GT Turbo
Engines
Renault Express
EBS convertible
Revival
Production
References
External links

First generation (1972–1985)

Images and details of the Renault 5 were published on 10 December 1971, the car's formal launch following on Renault 5
28 January 1972.[8][9]

The Renault 5 was styled by Michel Boué,[10] who designed the car in his spare time, outside of his normal
duties.[10] When Renault executives learned of Boué's work, they were so impressed by his concept they
immediately authorized a formal development program. The R5 featured a steeply sloping rear hatchback. Boué
had wanted the tail-lights to go all the way up from the bumper into the C-pillar, in the fashion of the much later
Fiat Punto and Volvo 850 estate / wagon, but the lights remained at a more conventional level.

It was launched onto the right-hand drive UK market in the autumn of 1972, where alongside the recently
launched Fiat 127 it competed as an imported but more modern alternative to British Leyland's Mini and Chrysler
Europe's Hillman Imp — and without competitors from Ford or Vauxhall.

The 5 narrowly missed out on the 1973 European Car of the Year award, which was instead given to the Audi 80. First generation R5, front view
Overview
Boué died of cancer in 1971, just months before the car he designed was launched.
Also called Renault Le Car (USA)
The R5 borrowed mechanicals from the similarly popular Renault 4, using a longitudinally-mounted engine Lectric Leopard (USA)[5]
driving the front wheels with torsion bar suspension. OHV engines were borrowed from the Renault 4 and larger Production 1972–1985
Renault 8: there was a choice, at launch, between 782 cc and 956 cc according to the price level. A "5TS/5LS"
with the 1,289  cc engine from the Renault 12 was added from April 1974. As on the Renault 4, entry-level Assembly France: Flins
Renault 5s had their engine sizes increased to 845 cc in 1976, and at the top of the range later models had the France: Dieppe (Alpine)[6]
engine sizes expanded to 1,397 cc. France: Douai[7]
It was one of the first modern superminis, which capitalized on the new hatchback design, which Renault had Spain: Valladolid
patented on its R16, launched in 1965. It was launched a year after the booted version of the Fiat 127, and during Venezuela: Mariara
the same year that the 127 became available with a hatchback. The R5 was launched three years before the
Iran: Tehran (SAIPA)/(Pars
Volkswagen Polo and Vauxhall Chevette, and four years before the Ford Fiesta - new superminis which met the
Khodro)
growing demand for this type of car in Western Europe. British Leyland was working on a new modern
supermini during the 1970s, but the end product - the Austin Metro - was not launched until 1980. It was also Mexico: Cd. Sahagún
introduced one year before the Toyota Starlet, while the Datsun 100A arrived in the UK starting in 1971. It was South Africa: Durban (Motor
introduced six months before the Honda Civic which appeared later in July. Assemblies)
Yugoslavia: Novo Mesto
(IMV)
Sales in Japan began in 1976, where both the 2-door and 4-door were available at Capital Car Dealerships.[11] It Designer Michel Boué
was called the "Renault Go" because that is the Japanese word for "five". While originally sold with North Body and chassis
American spec emissions equipment, it was changed to a French emissions package. The car was initially sold as
left-hand drive, then upgraded to right-hand drive. Body style 3/5-door hatchback
Layout MF layout
Although the mechanical components came from earlier models, body construction involved floor sections
Related Renault 4
welded together with the other body panels, resulting in a monocoque structure.[8] The approach had by then
become mainstream among many European automakers, but represented an advance on the mechanically similar Renault 7
Renault 4 and Renault 6 both of which used a separate platform. The monocoque structure reduced the car's Renault Rodeo
weight, but required investment in new production processes.
Sepand PK
The Renault 5 was targeted at cost-conscious customers, and the entry- Powertrain
level "L" version came with the same 782 cc power plant as the cheaper
Engine 782 cc I4 Ventoux
Renault 4 and drum brakes on all four wheels. In 1972, it was priced in
845 cc I4 Ventoux
France at below 10,000 francs.[8] However, for many export markets the
entry-level version was excluded from the range and front-wheel disc 956 cc C1C I4
brakes were offered on the more powerful 956  cc "Renault 5TL" along 1108 cc C1E I4
with such attractions under the bonnet/hood as an alternator, and in the 1289 cc 810 I4

First generation, three door

First generation, five doors: the five-
door hatchback was added to the
range in July 1979
cabin reclining backrests for the front seats.[8] From outside the "TL" was 1397 cc C1J I4
differentiated from the "L" by a thin chrome strip below the doors.[8] 1397 cc C6J turbo I4
Transmission 4/5-speed manual
The early production R5 used a dashboard-mounted gearshift, linked by a
3-speed automatic
rod that ran over the top of the engine to a single bend where the rod
turned downwards and linked into the gearbox, which was positioned Dimensions
directly in front of the engine. A floor-mounted lever employing a cable Wheelbase 2,419 mm (95.2 in)
linkage replaced this arrangement in 1973. An automatic version, with the
larger 1,289  cc engine, was added in early 1978. At the time, the Length 3,521 mm (138.6 in)
automatic usually represented just under five percent of overall Renault 5 Width 1,525 mm (60.0 in)
production.[12] Door handles were formed by a cut-out in the door panel Height 1,410 mm (55.5 in)
and B-pillar. The R5 was one of the first cars produced with plastic
(polyester and fiberglass) bumpers, which came from a specialist Renault Kerb weight 730–810 kg (1,609–
factory at Dreux.[8] These covered a larger area of potential contact than 1,786 lb)
conventional car bumpers of the time and survived low-speed parking
shunts without permanently distorting.[8] This helped the car gain a reputation as an "outstanding city car",[8] and bumpers
of this type subsequently became an industry standard.

The R5's engine was set well back in the engine bay, behind the gearbox. The passenger compartment "is remarkably
spacious" in comparison to other modern, small European cars.[13] The Renault 5 body's drag coefficient was only 0.37
(with most European cars going up to 0.45).[14]

The GTL version, added in 1976,
featured a 1,289cc engine tuned for
economy rather than performance.
The 5 GTL was distinguished from
earlier versions by thick polyester
protection panels along the sides.
Other versions of the first generation included the four-door saloon version called the Renault 7 and built by FASA-
Renault of Spain, where virtually all examples were sold. A five-door R5 was added to the range in 1979, making it one of
the first cars of its size to feature four passenger doors.[15] The three-speed Automatic, which received equipment similar to
the R5 GTL but with a 1,289 cc (55 bhp) engine, a vinyl roof, and the TS' front seats, also became available with five-
door bodywork. In March 1981, the automatic received a more powerful 1.4 L engine that increased both performance and
fuel economy at all speeds.[12]
Renault 5 Alpine/Gordini/Copa

The Renault 5 Alpine was one of the first hot-hatches, launched in 1976 - going on
sale two months before the original Volkswagen Golf GTI and two years after the Simca 1100Ti. The right-hand drive
version was shown at the British Motor Show in 1978 and was officially on sale from 4 April 1979 in the UK and was
sold as the Renault 5 Gordini because Chrysler Europe already had the rights to the name "Alpine" in the UK and it had
just been introduced on the Chrysler Alpine (UK version of Simca 1307) at the time. This was still months before the right-
hand drive VW Golf GTi which also took three years to be converted by the factory to RHD. Use of the name Gordini Renault 5 Alpine
was from Amédée Gordini, who was a French tuner with strong links with Renault and previous sporting models such as
the Renault 8. This (and the later Alpine Turbo models) were assembled at Alpine's Dieppe plant, beginning in 1975.[6]
UK launch price was £4149, nearly a third more than the previous top model the TS at £3187, showing the considerable changes to the car over the 64PS TS
which could not reach 100 mph (161 km/h) compared to the 93PS Gordini which could reach 110 mph (177 km/h).

The 1.4 L (1397 cc) OHV engine, mated to a five-speed gearbox, was based on the Renault "Sierra" pushrod engine, but having a crossflow cylinder head with
hemispherical combustion chambers and developed 93  PS (68  kW; 92  hp), twice as much as a standard 1.1  L (1108  cc) Renault 5. The larger engine and its
various performance parts meant that the spare wheel could no longer fit there and was relocated to the boot/trunk.[16] The Alpine could be identified by special
alloy wheels and front fog lights and was equipped with stiffened suspension, but still retaining the torsion bar at the rear with added anti-roll bars. Renault quoted
a top speed of 110  mph (177  km/h) and tested in the July 1979 issue of UK magazine CAR, it achieved a top speed of 110  mph (177  km/h) and 0-60  mph
(97 km/h) in 9.7 seconds. The UK car magazine Motor road test figures quoted top speed of 104.7 mph (168.5 km/h) and 0-60 mph (97 km/h) in 9.7 seconds.[17]

Renault 5 Alpine Turbo/Gordini Turbo/Copa Turbo

The Renault 5 Alpine Turbo was launched in 1982 as an upgraded successor to the naturally aspirated Alpine.[18] In Britain, the car was still called Gordini rather
than Alpine. Motor magazine undertook a road test of the Turbo in 1982 and while they appreciated the performance (top speed 179.9 km/h (111.8 mph), 0 to 97
kilometres per hour (0 to 60 mph) in 8.7 seconds), they were critical of its high price as it was £2 more than the larger Ford Escort XR3.[19]

The 1.4 l (1,397 cc) engine in the Alpine/Gordini Turbo had a single Garrett T3 turbocharger, increasing the power output to 110 bhp (82 kW; 112 PS).[20] Sales
continued until 1984 when the second generation Renault 5 was launched, and the release of the Renault 5 GT Turbo in 1985.
Renault 5 Turbo

The Renault 5 Turbo should not be confused with the Alpine Turbo or GT Turbo as it was radically modified by mounting
a turbocharged engine behind the driver in what is normally the passenger compartment, creating a mid-engined rally car. It
was also driven by the rear wheels rather than the front wheels. The Renault 5 Turbo was made in many guises, eventually
culminating with the Renault 5 Maxi Turbo. With 8-valves, the 1.4-liter turbocharged inline-four Cléon-Fonte engine
produced 160 PS (158 hp; 118 kW) at 6000 rpm and maximum torque of 221 N⋅m (163 lb⋅ft) at 3250 rpm.[21]

Renault 5 Turbo (mid-engined)

Renault Le Car

The North American Renault 5 debuted in 1976 as the Le Car. Renault formed an alliance in January 1979 allowing
Renaults to be sold by American Motors Corporation's dealers. AMC marketed it through its 1300 dealers, where it
competed in the United States against such front-wheel-drive subcompacts as the Honda Civic, Toyota Starlet, and
Volkswagen Rabbit. It was described as a "French Rabbit" that "is low on style, but high on personality and
practicality".[22]

AMC's ad agency launched the car in the U.S. with a marketing campaign emphasizing that it was Europe's best selling
automobile with millions of satisfied owners.[23] It did not achieve such immediate success in the United States market,
even though the Le Car was praised in road tests comparing "super-economy" cars for its interior room and smooth ride,
with an economical [35 mpg‑US (6.7 L/100 km; 42 mpg‑imp ) highway and 28 mpg‑US (8.4 L/100 km; 34 mpg‑imp ) city] as "Le Car" version marketed by AMC
well as its smooth-running engine.[24]

The U.S. version featured a desmogged 1397  cc inline-four engine with a power of 55  hp (41  kW). In 1977, it dominated the Sports Car Club of America
"Showroom Stock Class C" class.[25] Ever tightening emissions legislation meant that power was down to 51 hp (38 kW) by 1980.[26]

The Le Car was offered in three-door hatchback form only from 1976 until 1980. For the 1980 model year, the front end
was updated to include a redesigned bumper and grille, as well as rectangular headlights. A five-door hatchback body style
was added in the 1981 model year. Imports continued through 1983, when the car was replaced by the Kenosha,
Wisconsin—built Renault 11-based Renault Alliance. Sales in Canada continued until 1985, when production of the first
generation Renault 5 came to an end.

In at least two U.S. municipalities, the Le Car was used as a law enforcement vehicle, when the La Conner, Washington,
police department acquired three of the vehicles for its fleet in the late-1970s. Renault advertised Le Car's versatility in a
full-page ad featuring its use by the department.[27] The Ogunquit, Maine, police department also used Renault 5's as their
1983 Renault Le Car Sport
police cars in the late 70s/early 80s.

Heuliez built and sold van conversions as Le Car Van. The rear side panels were replaced with plastic panels that included
round porthole windows, as well as a new small window liftgate. The interior was red velour. It was available both in two- and four-seat versions. Between 1979
and 1983, about 450 Le Car Vans were built.[28]

Chronology
January 1972: Introduction of the Renault 5 in L and TL forms. Both models (which were available as three-door hatchbacks) had folding rear
seats, grey bumpers, wind-up front windows, and dashboard-mounted gear shift levers. The TL was better equipped and had a vanity mirror
for the front seat passenger, three ashtrays (one under the gear shift and two in the rear), two separate reclining front seats instead of one
bench seat, front pull handles, and three storage pockets as well as a heated rear window.
September 1972: The Renault 5 was launched on the British market in right-hand drive form.
1973: Gear lever moved from dashboard to floor, between the front seats.
April 1974: Introduction of the R5 LS, same as the R5 TL but with a larger 1.3 engine, different design steel wheels, H4 iodine headlights,
electric windscreen washers, fully carpeted floor ahead of the front seats, carpeted rear parcel shelf, electronic rev counter, daily totalizer, two-
speed ventilation system, rear wiper, and an illuminated ashtray with cigarette lighter.
September 1974: R5 LS renamed R5 TS.[29] The TS had all features of the previous LS, plus new front seats with integrated head restraints,
black bumpers, illuminated heater panel, front spoiler, clock, opening rear quarter lights and reversing lights.
February 1976: Introduction of the R5 Alpine, with 1397 cc engine with hemispherical combustion chambers, high compression ratio, and
special five-speed manual gearbox. The R5 GTL was also launched in 1976 with the 1289 cc engine from the R5 TS (with the power reduced
to 42 bhp), the equipment specification of the R5 TL plus grey side protection strips, and some features from the R5 TS such as the styled
wheels, reversing lights, cigarette lighter, illuminated heater panel, and electric windscreen washers.
1977: The R5 GTL got opening rear quarter lights and the R5 L got the new 845 cc engine.
January 1978: Introduction of the R5 automatic, essentially a GTL with a three-speed automatic transmission and some features from the TS.
August 1979: Five-door model presented[29]
1980: Five-door TL, GTL, and automatic models arrive
1982: Introduction of the R5 TX and the hot hatch R5 Alpine Turbo, a replacement for the R5 Alpine with a Garrett T3 turbo, new alloy wheels,
stiffer suspension, and disc brakes on all four wheels.
1984: The R5 is replaced by a new, second generation, model

Engines
B1B 0.8 L (845 cc or 51.6 cu in) 8-valve I4; 37 PS (27 kW; 36 hp); top speed: 126 km/h (78 mph); 0–100 km/h (62 mph): 22.3 s[30]
C1C (689) 1.0 L (956 cc or 58.3 cu in) 8-valve I4; 42 PS (31 kW; 41 hp); top speed: 130 km/h (81 mph) also with 44 PS (32 kW; 43 hp); top
speed: 135 km/h (84 mph)[31]

C1E (688) 1.1 L (1,108 cc or 67.6 cu in) 8-valve I4; 45 PS (33 kW; 44 hp); top speed: 136 km/h (85 mph); 0–100 km/h (62 mph): 21.4 s[30]
810 1.3 L (1,289 cc or 78.7 cu in) 8-valve I4; 55 PS (40 kW; 54 hp); top speed: 140 km/h (87 mph) (automatic)
810 1.3 L (1,289 cc or 78.7 cu in) 8-valve I4; 64 PS (47 kW; 63 hp); top speed: 154 km/h (96 mph); 0–100 km/h (62 mph): 15.6 s[30]
 C1J (847) 1.4 L (1,397 cc or 85.3 cu in) 8-valve I4; 63 PS (46 kW; 62 hp); top speed: 142 km/h (88 mph);
0–100 km/h (62 mph): 21.4 s (automatic)[30]
C6J 1.4 L (1,397 cc or 85.3 cu in) turbo 8-valve I4; 110 PS (81 kW; 108 hp); top speed: 185 km/h
(115 mph); 0–100 km/h (62 mph): 9.1 s[30]
C1J 1.4 L (1,397 cc or 85.3 cu in) turbo 8-valve I4; 160 PS (118 kW; 158 hp); top speed: 204 km/h (127
mph); 0-100 km/h (62 mph): 6.9 s[32][33]

Motorsport Renault 5 Turbo

The Renault 5 Alpine version was raced in Group 2. In the 1978 Monte Carlo, Renault 5 Alpines came second and third
overall, despite a powerful team entry from Fiat and Lancia.[34]

For 1978, a rally Group 4 (later Group B) version was introduced. It was named the Renault 5 Turbo, but being mid-engined and rear-wheel drive, this car bore
little technical resemblance to the road-going version. Though retaining the shape and general look of the 5, only the door panels were shared with the standard
version. Driven by Jean Ragnotti, this car won the 1981 Monte Carlo Rally for its first race. The 2WD R5 turbo soon had to face the competition of new 4WD
cars that proved to be faster on dirt; however, it remained among the fastest of its era on tarmac.

Production elsewhere
Iran

The original Renault 5 continued to be produced in Iran by SAIPA, then by Pars Khodro (a SAIPA subsidiary), as the Sepand. In 2001 the Renault PK went on
sale: for this version the Sepand's Renault 5 platform was replaced with that of a Kia Pride, while a modified version of the Renault 5's bodywork was kept.[35]
The Sepand II, restyled in 2000, was kept in production with the original Renault underpinnings for a little while longer as a lower-cost alternative.[36]

South Africa

Assembly in South Africa began in late 1975, in Durban. The car was built in Toyota's local plant and sold through their network.[37] The 5 was only available
with one engine, the 1.3 L unit used in the European R5 TS rated at 49.29 kW (67.0 PS; 66.1 hp) SAE.[37] There was a base model, with vinyl seats and lap belts
only, and the upmarket LS and LSS models. These received fabric interiors, side stripes, a vinyl roof, and more sound deadening and other comfort details. The
LSS also got a central console and a full-length fabric sunroof. Many extras used in Europe, such as a rear window wiper and a tachometer, were not available in
South Africa because it would make it impossible to meet local content regulations. Local content was 56% at introduction; this was to be increased steadily as
production wore on.[37]

By 1979, the lineup was restricted to the GTL and the TS, both still with the 1289  cc engine but now with 34 or 46  kW (46 or 63  PS; 46 or 62  hp) ISO
respectively.[16]

Yugoslavia

IMV from Novo Mesto, SR Slovenia, built several Renault models since 1972, including the Renault 5 for the Yugoslav market.[38]

Second generation (1984–1996)

The second generation R5, marketed as the Renault 5 (or "Superfive"), launched in October 1984 — within 18 Renault 5
months of Ford, General Motors, Peugeot, Fiat and Nissan launching competitors in the supermini sector. It was
initially only available with a three-door body, which led to a somewhat slow introduction.[39] Right-hand drive
models for the UK market were launched in January 1985.

The bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11),
and R5 aesthetic remained; styling was by Marcello Gandini. The new body was wider and longer with 20
percent more glass area, more interior space, and a lower drag coefficient (0.35), as well as 57.4  mpg‑US
(4.10  L/100  km; 68.9  mpg‑imp ) at 90  km/h (56  mph) in the economy models.[40] The biggest changes were
adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The
five-door version arrived in May 1985. Second generation R5, 3-doors

The second generation launched in four trim levels: TC, TL, GTL, and Overview
Automatic. The entry-level TC had the 956 cc engine (rated at 42 bhp), Production 1984–1996
while the TL had the 1108  cc engine (rated at 47  bhp), and the GTL,
Assembly France: Boulogne-
Automatic, TS and TSE had the 1397 cc engine (rated at 60 PS (44 kW;
59 hp) for the GTL, 68 PS (50 kW; 67 hp) for the Automatic, and 72 PS Billancourt
(53  kW; 71  hp) for the TS and TSE). The TC and TL had four-speed France: Dieppe (Alpine)
manual gearboxes, while the GTL, TS, and TSE had five-speed manual Spain: Palencia
gearboxes (which were optional on the TL), and the Automatic had a
three-speed automatic gearbox. 1987 saw the introduction of the 1721 cc Slovenia: Novo Mesto
F2N engine in the GTX, GTE (F3N), and Baccara (Monaco in some (Renault Slovenia)
Second generation, 5-doors
markets, notably the United Kingdom). Diesel versions arrived in Designer Marcello Gandini
November 1985, mostly completing the range.
Body and chassis
It was planned to market the vehicle as a downsized successor, substituting the AMC Pacer in the USA, which Body style 3/5-door hatchback
affected the design of the R5. Within the alliance of Renault and the American Motors Corporation, only its
Layout FF layout
predecessor was marketed in the USA.[41]
Related Renault Express
Renault used the naturally aspirated 1.7 L from the Renault 9/11, with multipoint fuel injection, in addition to the Powertrain
sports orientated 1.4 L turbo. Under the name GTE, it produced 95  PS (70  kW; 94  hp) with a catalytic
Engine 956 cc C1C I4
converter.[42] Although not as fast as the turbo model, it featured the same interior and exterior sports
appearances, as well as identical suspension and brakes. The Baccara and GTX versions also used the 1.7 engine 1108 cc C1E I4
- the former sporting a full leather interior, power steering, electric windows, sunroof, high specification audio 1237 cc C1G I4
equipment and as extras air-conditioning and on-board computer. The latter was effectively the same but the 1390 cc C3J MPFI I4
leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo
was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985.[6] 1397 cc C1J/C2J I4
1397 cc C1J Turbo I4
In 1990, the R5 was effectively replaced by the Clio, which was a sales success across Europe. Production of the
1721 cc F3N I4
R5 was transferred to the Revoz factory in Yugoslavia (since 1992, Slovenia) when the Clio was launched. It
remained on sale with only 1.1 L, 1.4 L petrol, and 1.6 L naturally aspirated diesel engines.[43] 1596 cc F8M diesel I4
Transmission 3-speed automatic
The GT Turbo, with its turbocharged 1.4 engine and a top speed of more than 120  mph, was discontinued in
4-speed manual
1991 on the launch of the Clio 16-valve.
5-speed manual
A new 1.4 L engine with a catalytic converter engine used in the Clio was introduced during December 1992, Dimensions
which also marked the end of the R5 Diesel (in retail marketining as commercial fleet models kept this option).
Wheelbase 2,407 mm (94.8 in) (3-door)
The most common variant available after the Clio had been introduced was a minimally equipped model named
2,467 mm (97.1 in) (5-door)
the R5 Campus until the car's 12-year production was ended in 1996. It also marked the end of the R5 designation
after nearly 25 years and the end of number designations for Renault cars which had been in use for much of the Length 3,591 mm (141.4 in) (3-
company's history. door)
3,651 mm (143.7 in) (5-
The Campus sold more strongly in the United Kingdom than elsewhere, because the Renault Twingo that door)
addressed the same market, was only sold in LHD form and only in mainland Europe.[43] In 2011, it was
recommended as one of "Britain's best bangers", by Car Mechanics Magazine because of the number of cheap, Width 1,584 mm (62.4 in)
low mileage, full service history, examples available.[43] The Campus name was revived in 2005 with the Renault Height 1,387 mm (54.6 in) (3-door)
Clio II. 1,397 mm (55.0 in) (5-door)
Kerb weight 695–840 kg (1,532–
Renault 5 GT Turbo 1,852 lb)

A "hot hatch" version, the GT Turbo, was introduced in February 1985. It used a modified four cylinder, eight-valve Cléon 1397 cc engine, a pushrod unit dating
back to the 1962 original (in 1108 cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere 850 kg (1,874 lb), and producing
115 PS (85 kW; 113 hp), the GT Turbo had an excellent power-to-weight ratio, permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds.[44]

To differentiate it from the standard 5, it came with plastic side skirts. Turbo lag was an issue, along with poor hot starting, and was considered rather difficult to
control. The same engine was used in the Renault 9 and 11 Turbos. The regular 43-litre (9.5 imp gal) fuel tank was considered too small for the Turbo and a 7-litre
(1.5 imp gal) supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler.[39] Suspension upgrades also meant that
the ride height was lowered by 38 mm (1.5 in) in front while a new rear "four-bar" suspension, with a 31 mm (1.2 in) wider track, lowered the rear of the car by
32 mm (1.3 in).[39] The car's steering, at 3 1 ⁄4 turns from lock to lock, was also faster than the regular cars. Disc brakes on all four wheels with ventilated rotors on
the front. The aerodynamic 5.5 inch wide aluminium wheels were similar to those of the Renault Alpine V6 GT.[39]

In 1987, the facelifted Phase II was launched.[45] Major changes in the Phase II version included installing watercooling to the turbocharger, aiding the Phase I's
oil-cooled setup, which extended the life of the turbo. It also received a new ignition system which permitted it to rev 500 rpm higher. These changes boosted
engine output up to over 120 PS (88 kW; 118 hp). Externally, the car was revamped, with changes (including new bumpers and arches) that reduced the car's drag
coefficient from 0.36 to 0.35. Giving Phase II a 0–100 km/h time of 7.5 secs.[46] In 1989 the GT Turbo received a new interior, and in 1990 the special edition
Raider model (available only in metallic blue, with different interior and wheels) was launched. In late 1991 the Renault 5 GT Turbo was discontinued, superseded
by the Clio 16V and the Clio Williams.

The Renault 5 GT Turbo's victory in the 1989 Rallye Côte d'Ivoire remains the only overall WRC victory for a Group N car.

WRC victories

No. Event Season Driver Co-driver Car

1 21ème Rallye Côte d'Ivoire 1989 Alain Oreille Gilles Thimonier Renault 5 GT Turbo

1985 Renault 5 GT Turbo (pre- Renault 5 GT Turbo Raider Renault 5 GT Turbo in the 2010
facelift) Rallye Velay Auvergne (Group
N)

Roger Saunders and Alex Postan both took part in the 1987 British Touring Car Championship season using a 5 GT Turbo.

Engines
 Max. Max. Max
Brakes Unladen
Body Model Engine Displacement Fuel power torque
speed
Trim Transmission (front / mass

work Codes Code cm³ System CV/at kgm/at max

rear) (kg)
rpm rpm km/h
Petrol

C, TC C400
3
695
door
1.01 C Société S400 C1C 956 42/5750 63/3000 137

5
TC B400 710
door
4 sp. manual
L
3 Carburetor
C401 695
door single D/DR
TL
barrel
5 GL, GL
B401 710
1.1 door Société C1E 1108 47/5250 79/2500 143
GTL 5 sp. manual 750

3/5 Five C401 /

door B401 4 sp. manual 695
SL

SR Carburetor 4 sp. manual -

3/5 C40F /
1.2 C1G 1237 single 55/5250 88/3000 5 sp. manual D/DR 745 155
door B40F
TR / GTR barrel (GTR)

Five / C407 / Electronic

C3J 1390 60/4750 100/3000

Saga B407 injection
Carburetor 5 sp. manual 750 158
C402 /
GTL C1J single 60/5250 102/2500
B402
barrel
3/5
3 sp.
door Automatic 68/5250 800 154
Automatic
C403 / D/DR
72/5750 167
B403
GTS 765
1.4
C2J 68/5250 104/3500 165
1397
Carburetor
TS Double
C403 barrel 72/5750 750 167
TSE
3
door
115/5750 165/3000 201
5 sp. manual
GT Turbo C405 C1J D/D 830
120/5750 165/3750 204

3
Baccara C40G
door
F2N Carburetor 90/5500 135/3500 180
3/5 C40G
Supercinque GTX
door / B40G 1721 D/DR 870
1.7
GTE,
3 Electronic

Baccara,
C40G F3N 95/5250 143/3000 185
door injection
GTX
Diesel
D, TD,
C404 /
Five D,
B404 Diesel
SD, GTD
3/5 Aspirated

Diesel D F8M 1595 55/4800 100/2250 5 sp. manual D/DR 815 150
door indirect
Société, injection
S405
TD
Société
Note:

1Available for the Italian market also in the Campus, Five and SC

Renault Express

The second-generation R5 also spawned a panel van version, known as the Renault Express. It was commercialized in some European countries as the Renault
Extra (the UK and Ireland) or Renault Rapid (mainly German speaking countries). This car was intended to replace the R4 F6 panel van, production of which had
ceased in 1986.

EBS convertible
In 1989, the Belgian company EBS produced convertible versions of the Renault 5 (1,400 in total), almost all of which
were left-hand drive.[47] A total of 14 of the 1,400 cars produced were based on the right-hand drive GT Turbo Phase II.
Revival
The Renault 5 will return as an electric-powered hatchback by 2024, bearing design cues inspired by the original design
and the Renault 5 Turbo. An Alpine version is said to be in development as well.[48]
Production
Overall production of R5 is: 5,580,626 units, including:
Renault 5 French (1972-1985): 5,276,630
Iranian R5 (1987-1992): 49,270
R5 Turbo (1980-1986): 4987
R5 Maxi (1985-1986): 154
R5 society (1975-1984): 218,795
Siete (Spanish R5 4-door) (1974-1982): 30,790
Supercinq (1984-1996) 3,436,650
References
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Renault 5 EV concept at IAA
Mobility 2021
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External links
"Road Test - Renault 5 GT Turbo" Autocar (UK) magazine, 26 March 1986 (http://www.autocar.co.uk/CarReviews/RoadTestsHistory/Renault-5
-GT-Turbo/231054/)
Renault 5 details (http://www.renault-5.net/) (in French, English, and Spanish)
First-generation Renault 5s (http://www.r5gordini.co.uk/)
RenaultSportClub - Anything from R5 Alpine to R.S. Clio 220T Trophy (http://www.renaultsportclub.co.uk/)
Retrieved from "https://en.wikipedia.org/w/index.php?title=Renault_5&oldid=1096278771"
This page was last edited on 3 July 2022, at 12:37 (UTC).
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additional terms may apply. By using this site, you agree to the Terms of Use and Privacy
Policy. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
35. ‫( پارس خودرو از ابتدا تاکنون‬https://web.archive.org/web/20180304213
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%D8%AA%D8%A7%DA%A9%D9%86%D9%88%D9%86-%D8%B
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1info.com/Auto/a74796/Proizvodnja-automobila-u-bivsoj-Jugoslavij
i.html) at ba.n1info.com, 23-12-2015
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agazine.co.uk/car-reviews/renault/5-turbo/). CAR Magazine.
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47. "EBS Renault 5 Convertible" (https://web.archive.org/web/2011072
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