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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 and in North America as Le Car, from 1976 to 1986. Nearly 5.5 million Renault 5s were built.[1]
[edit] First generation (1972–1984)
The Renault 5 was introduced in January 1972 as Renault's first supermini[citation needed]. Styled by Michel Boue, who died before the car's release, the R5 featured a steeply sloping rear hatchback and front dashboard. 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.  The R5 borrowed mechanicals 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) — later replaced with a floor mounted shifter. Door handles were formed by a cut-out in the door panel and B-pillar. The R5 was one of the first cars produced with a plastic bumper bar — or fascia — that's since become an industry standard. The R5's engine was set well back in the engine bay, above and half behind the gear box, allowing the stowage of the spare wheel under the bonnet/hood, an arrangement freed more space for passengers and luggage within the cabin. [3] 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. [edit] Renault Le Car The North American Renault 5 debuted in 1976 as the Le Car. American Motors (AMC) marketed it through its 1,300 dealers where it competed in the United States against such front-wheel-drive subcompacts as the Honda Civic and Volkswagen Rabbit. The small Renault 5 was dubbed Le Car by AMC’s ad agency and the new line was launched in the U.S. with a marketing campaign emphasizing that it was Europe's best selling automobile with millions of satisfied owners.[4] The U.S. version featured a 1397 cc I4 engine that produced 55 hp (41 kW), and a more conventional floor-mounted shifter was substituted for the dash-mounted unit. In 1977 it dominated the Sports Car Club of America "Showroom Stock Class C" class.[5] The Le Car was offered in 3-door hatchback form from 1976-80. For the 1980 model year, the front end was updated to include a redesigned bumper, grille and rectangular headlights. A 5-door hatchback body style was added for the 1981 model year. Imports continued through 1983, when the car was replaced by the Wisconsin-built Renault 11-based Renault Encore. [edit] Chronology
[edit] Engines
[edit] 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.
The Renault 5 Turbo was made in many guises, eventually culminating with the Renault 5 Maxi Turbo. This car had up to 400 bhp (298 kW; 406 PS), all produced from a slightly enlarged and highly modified version of the original 1397 cc Renault 5 engine.
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). [edit] Global marketsThe 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. However,very few Mk1 Renault 5s in Britain survive to the present day; a survey by AutoExpress Magazine found that the Renault 5 Mk1 was the fourth most-scrapped car in Britain in 2006, with just 499 still in working order anywhere in the UK.[citation needed]. [edit] Second generation (1985–1996)
The second generation Renault 5, often referred to as the Supercinq or Superfive, appeared in 1985. Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; 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 Express. It was commercialised in some European countries as the Renault Extra (UK) 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. 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 L 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. [edit] Chronology
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.[6] [edit] Engines
[edit] CollectibilityThe Renault 5 has achieved, like the original Mini, a cult status.[7] The "Renault Owners Club of North America" provides support, parts and various resources for Renault owners and enthusiasts.[8] [edit] References
[edit] External links
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