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Renault 5

The Renault 5 (also called the R5) was a supermini produced by the French automaker Renault in two generations between 1972 and 1996. It was sold in many markets, usually as the Renault 5 but in North America as Le Car from 1976 to 1984.

First generation (1972–1984)

The Renault 5 was introduced in January 1972. It was Renault's first supermini , and its most prominent feature was its styling by Michel Boue (who died before the car's release), which included a steeply sloping rear hatchback and front fascia. Boue had wanted the taillights 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.

Underneath the skin, it borrowed heavily from the Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension. OHV engines were borrowed from the Renault 4, Renault 8 and Renault 16, and ranged from 850 to 1400 cc.

Early R5s used a dashboard-mounted gearshift (the gearbox is in front of the engine), but this was later dropped in favour of a floor mounted shifter. Door handles were formed by a cut-out in the door panel and B-pillar.

Other versions of the first generation included the Renault 5 Alpine (Gordini in the United Kingdom), Alpine/Gordini Turbo, and a four-door sedan version called the Renault 7 and built by FASA-Renault of Spain.

“Le Car” version

The Renault "Le Car" was marketed the United States by American Motors (AMC) where it competed against other front-wheel-drive subcompacts such the Honda Civic (which was also introduced in 1972) and the newly introduced Volkswagen Rabbit. The American introduction was delayed until 1976.

The Le Car name was ridiculed among Francophones , as it literally means "the coach". The U.S. version featured a 1397 cc engine that produced , and a more conventional floor-mounted shifter was substituted for the dash-mounted unit. Sales continued through 1984. In the U.S. the car sold for about $5,000.

Global markets

The original Renault 5 continued in production in Iran by SAIPA and Pars Khodro, as the Sepand. In 2002, the Sepand was replaced by the P.K, a car that adopted a styling reminiscent of the second generation, but still using the slightly-modified original bodywork. The P.K has been replaced by the New P.K which is a little changed in body style.

The Renault 5 was one of the first French-made cars to achieve sales success on the British market. Between 1972 and 1984, 216,199 examples of the Renault 5 were sold .

Engines

0.8 L 8-valve I4; 36 bhp (26 kW); top speed:
1.1 L 8-valve I4; 45 bhp (33 kW); top speed:
1.3 L 8-valve I4; 55 bhp (40 kW); top speed: (automatic)
1.3 L 8-valve I4; 64 bhp (46 kW); top speed:
1.4 L 8-valve I4; 63 bhp (46 kW); top speed: (automatic)
1.4 L turbo 8-valve I4; 110 bhp (81 kW); top speed: ; 0-100 km/h (62 mph): 9.1 s
1.4 L turbo 8-valve I4; 160 bhp (118 kW); top speed: ; 0-100 km/h (62 mph): 6.9 s
1.7 L 8-valve I4; 93 bhp (67 kW); top speed: ; 0-100 km/h (62 mph): 8.9 s

Sporting versions

The Renault 5 in its 1.4 litre Alpine version was raced in Group 2, its most notable result was a second and first in the 1977 Monte-Carlo rally despite a serious handicap in power against other works cars.

For 1978, a rally Group 4 (later Group B) version was introduced. It was named as 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 Monte Carlo Rally for its first race in World Rally Championship. 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.

Renault 5 Turbo - The Renault 5 was radically modified by mounting a turbocharged engine behind the driver in what is normally the passenger compartment, creating a mid-engined rally car.

The Renault 5 Turbo was made in many guises, eventually culminating with the Renault 5 Maxi Turbo. This car had up to , all produced from a slightly enlarged and highly modified version of the original 1397 cc Renault 5 engine.

Renault 5 Alpine (Renault 5 Gordini in the UK)
Renault 5 Alpine Turbo (Renault 5 Gordini Turbo in the UK)

Many confuse the different versions of the Renault 5 Turbo, often grouping them all under the common moniker "Renault 5 Turbo". The "Renault 5 Gordini Turbo", referenced above, is the front-engined predecessor to the "Renault 5 GT Turbo". The "Renault 5 Turbo", "Renault 5 Turbo 2" and variants are the mid-engined versions with the wide wheel-arches (which are so often copied with poor-quality bodykits on second-generation Renault 5s).

Second generation (1985–1996)

The second generation Renault 5, often referred to as the Supercinq or Superfive, appeared in 1985. Although the bodyshell was completely new (the platform was based on that of the Renault 9/11), the classic 5 styling touches were left unchanged; styling was the work of Marcello Gandini. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The second-generation R5 also spawned a panel van version, known as the Renault Extra (In UK/Ireland), Renault Express (France, Spain, Portugal, Italy) or as the Renault Rapid (Mainly in German speaking countries like Germany and Austria). This car was intended to replace the R4 F6 panel van, production of which had ceased in 1986.

A "hot hatch" version, the GT Turbo, was a car beloved of boy racers through the 1980s and 1990s. Sporting 115 PS (85 kW/113 hp) in the Phase 1, the Phase 2 GT Turbo later brought 5 extra horsepower to the table, a slightly altered torque band and higher reliability. Coming from a simple 1397 cc OHV engine, this was considered quite a feat. Due to strict emission demands in certain European countries, the GT Turbo was not available everywhere. Because of this Renault decided to use the naturally aspirated 1.7 liter from the Renault 19, which utilized multipoint fuel injection. Under the name GTE, it produced 95 PS (70 kW/94 hp). Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes.

The model was starting to show its age by 1990, when it was effectively replaced by the more modern and better-built Clio, which was an instant sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched, and it remained on sale as a budget choice called the Campus until the car's 24-year production run finally came to an end in 1996. The Campus name was revived in 2005 with the Renault Clio II. The Renault Clio II remains in production alongside the Renault Clio III, as the R5 did with the first Renault Clio.

Chronology

January 1972: Introduction of the Renault L and TL forms. Both models had rear pull handles, a folding rear seat, grey bumpers, wind up front windows, and a dashboard-mounted gear shift lever. The TL was better equipped, and had a vanity mirror for the front seat passenger, three ashtrays (one in the driver's door armrest and two in the rear), two separate reclining front seats instead of one bench seat, front pull handles, and three stowage pockets.

1973: Gear lever moved from dashboard to floor, between front seats. TL gains heated rear window.

1974: Introduction of the R5 LS, same as R5 TL, plus floor-mounted gear shift lever, stylish 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, illuminated ashtray with cigarette lighter.

March 1975: R5 LS renamed R5 TS. The TS had all features of the previous LS, plus new front seats with integrated head restraints, black bumpers, illuminated heater panel, front spoiler, rear wiper, clock, opening rear quarter lights and reversing lights.

February 1976: Introduction of the R5 GTL. It had the 1289 cc engine from the R5 TS (albeit 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 wheel rims, reversing lights, cigarette lighter, illuminated heater panel, electric windscreen washers.

1976: Introduction of the R5 Alpine, with 1397 cc engine with hemispherical combustion chambers, high compression ratio and & special 5-speed gearbox.

1977: R5 GTL gets opening rear quarter lights.

1977: R5 L gets new 845 cc engine.

1978: Introduction of the R5 Automatic, similar to R5 GTL, but with 1289 cc (55 bhp) engine, 3-speed automatic transmission, vinyl roof and front seats from TS.

1980: 5-door TL, GTL and Automatic models arrive.

1982: Introduction of the R5 TX.

1982: Introduction of the R5 Alpine Turbo, similar to the R5 Alpine, but with a Garrett T3 Turbo, new alloy wheels, stiffer suspension and disc brakes all-round.

1985: Introduction of the second-generation Renault 5 3-door Hatchback range in TC, TL, GTL, Automatic, TS and TSE forms. The entry-level TC had the 956 cc engine (rated at 42 bhp), while the TL had the 1108 cc engine (rated at 47 bhp), and the GTL, Automatic, TS and TSE had the 1397 cc engine (rated at for the GTL, for the Automatic, and for the TS and TSE). The TC and TL had a 4-speed gearbox, while the GTL, TS and TSE had a 5-speed gearbox (which was optional on the TL), and the Automatic had a 3-speed automatic gearbox.

1987: Introduction of 1721 cc F2N engine in the GTX, GTE and Baccara.

With the launch of the Renault Clio, production of the Renault 5 was transferred to the Revoz factory in Slovenia, and it remained on sale as a budget car until the model's 24-year production run finally came to an end in 1996.

The Renault 5 was one of the first cars produced with a plastic bumper bar that has since become standard on most cars. Nearly 5.5 million Renault 5s were built.