Renault 5

China Product


First generation (19721984)

Renault 5 (first generation)

Production ntn ball bearings

1972 - 1984 (1983 For North America) ntn ball bearing

Assembly bulkhead fitting

Billancourt, France

Valladolid, Spain

Mariara, Venezuela

Tehran, Iran

Novo Mesto, Slovenia

Body style(s)

3-door hatchback

5-door hatchback

Layout

MF layout

Engine(s)

0.8 L I4

1.1 L C-Type I4

1.4 L C-Type I4

1.4 L C-Type I4 Turbo

Transmission(s)

5-speed manual

4-speed manual

3-speed automatic

Wheelbase

96 in (2,400 mm)

(approx average of l & r)

Length

138 in (3,500 mm)

Width

60 in (1,500 mm)

Height

55 in (1,400 mm)

Fuel capacity

41 L (10.8 US gal; 9.0 imp gal)

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.

First generation, rear view

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 has 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. The passenger compartment "is remarkably spacious" in comparison to other modern, small European cars. The Renault 5 body's drag coefficient was only 0.37 (with most European cars going up to 0.45).

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.

Renault Le Car

"Le Car" version sold by AMC

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. It was described as a "French Rabbit" that "is low on style, but high on personality and practicality".

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. It did not achieve such immediate success in the United States market even though the LeCar 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 well as smooth-running engine.

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.

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 and grille, as well as 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.

Chronology

January 1972: Introduction of the Renault 5 in 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 manual 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.

Engines

B1B 0.8 L (845 cc/51.6 cu in) 8-valve I4; 36 PS (26 kW; 36 hp); top speed: 120 km/h (75 mph)

C1C (689) 1.0 L (956 cc/58.3 cu in) 8-valve I4; 42 PS (31 kW; 41 hp); top speed: 130 km/h (81 mph)

C1E (688) 1.1 L (1,108 cc/67.6 cu in) 8-valve I4; 45 PS (33 kW; 44 hp); top speed: 135 km/h (84 mph)

'The C1E is a carburettor (Solex) model with ignition coil, condenser, points and vacuum timing advance. Spark Gap 0.8 mm, Dwell angle 49 deg with points gap ~ 0.18 mm. This engine, thought a Renault 5 engine, was also put into early Clio Mk 1's for the initial production run. The wiki on the Clio (car) page does not list this engine as being in any Clio's but it was in early version. Being carburettor it is a non catalyst engine designed for unleaded fuel. Even with timing advance, the 95 RON octane fuel will cause knock at higher revs. 98 fuel will not knock so is preferable for motorway speeds, or use of octane booster (expansive per tank) or preferably 50 ml of acetone per tank of fuel. Economy is 35-50 mpg on 4 speed manual gearbox.'

810 1.3 L (1,289 cc/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/78.7 cu in) 8-valve I4; 64 PS (47 kW; 63 hp); top speed: 151 km/h (94 mph)

C1J (847) 1.4 L (1,397 cc/85.3 cu in) 8-valve I4; 63 PS (46 kW; 62 hp); top speed: 142 km/h (88 mph) (automatic)

C2J 1.4 L (1,397 cc/85.3 cu in) turbo 8-valve I4; 110 PS (81 kW; 108 hp); top speed: 185 km/h (115 mph); 0100 km/h (62 mph): 9.1 s

Sporting versions

Renault 5 Turbo

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 400 bhp (298 kW; 406 PS), 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).

Production in Iran

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.

Second generation (19851996)

Renault 5 (second generation) "Supercinq"

Production

19851996

Assembly

Billancourt, France

Palencia, Spain

Mariara, Venezuela

Novo Mesto, Slovenia

Body style(s)

3-door hatchback

5-door hatchback

Layout

FF layout

Engine(s)

1.0 L C-Type I4

1.1 L C-Type I4

1.4 L C-Type I4

1.4 L C-Type I4 Turbo

1.7 L F-Type I4

1.6 L F-Type diesel I4

Transmission(s)

3-speed automatic

4-speed manual

5-speed manual

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 new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 57.4 mpg-US (4.10 L/100 km; 68.9 mpg-imp) at 55 miles per hour (89 km/h) in the economy models. 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.

Second Generation Renault 5 with 5-doors

Second Generation Renault 5 with 3-doors

The Renault Express, a panel van version of the Second Generation Renault 5

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.

Chronology

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 60 PS (44 kW; 59 hp) for the GTL, 68 PS (50 kW; 67 hp) for the Automatic, and 72 PS (53 kW; 71 hp) for the TS and TSE). The TC and TL had a 4-speed manual gearbox, while the GTL, TS and TSE had a 5-speed manual 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 (F3N) 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.

Engines

Please help improve this article by expanding it. Further information might be found on the talk page. (July 2009)

C1C (689) 1.0 L (956 cc/58.3 cu in) 8-valve I4; 4242 PS (31 kW; 41 hp); top speed: 130 km/h (81 mph)

C1E 1.1 L (1,108 cc/67.6 cu in) 8-valve I4; 47 PS (35 kW; 46 hp); top speed: 135 km/h (84 mph)

The C1E is a carburettor (Solex) model with ignition coil, condenser, points and vacuum timing advance. Spark Gap 0.8 mm, Dwell angle 49 deg with points gap ~ 0.18 mm. This engine, thought a Renault 5 engine, was also put into early Clio Mk 1's for the initial production run. The wiki on the Clio (car) page does not list this engine as being in any Clio's but it was in early version. Being carburettor it is a non catalyst engine designed for unleaded fuel. Even with timing advance, the 95 RON octane fuel will cause knock at higher revs. 98 fuel will not knock so is preferable for motorway speeds, or use of octane booster (expansive per tank) or preferably 50 ml of acetone per tank of fuel. Economy is 35-50 mpg on 4 speed manual gearbox. It is an 8 valve chain cam driven petrol.

C1J (847) 1.4 L (1,397 cc/85.3 cu in) 8-valve I4; 63 bhp (46 kW); top speed: 142 km/h (88 mph) (automatic)

C1J (784-788) 1.4 L (1,397 cc/85.3 cu in) turbo 8-valve I4; 115-120 bhp (86 kW); top speed: 201 km/h (125 mph); 0100 km/h (62 mph): 7.9-7.5 seconds

F2N 1.7 L (1,721 cc/105.0 cu in) 8-valve I4; 90 bhp (67 kW); top speed: 185 km/h (115 mph); 0100 km/h (62 mph): 8.9 seconds

Collectibility

The Renault 5 has achieved, like the original Mini, a cult status. The "Renault Owners Club of North America" provides support, parts and various resources for Renault owners and enthusiasts.

References

Inline

^ Pleffer, Ashlee. "Renault 5: it french for good" Cars Guide (Australia) 10 March 2008, retrieved on 1 August 2008.

^ Daily Express Motor Show Review 1975 Cars: Page 41 (Renault 5TL). October 1974. 

^ Daily Mail Motor Show Review 1972 on 1973 Cars (London: Associated Newspapers Group Ltd): Page 41 (Renault 5). October 1972. 

^ Horbue, Jan P. (February 1975). "The new logic in small-car engineering". Popular Science 206 (2): 56-59. http://books.google.com/books?id=WwEAAAAAMBAJ&pg=PA56&dq=%22Renault+5%22+road+test&lr=&ei=qflNS9uKDo-2M6uvpfMM&client=safari&cd=41#v=onepage&q=&f=false. Retrieved 2009-01-13. 

^ Genta, Giancarlo; Morello, Lorenzo (2009). The Automotive Chassis: System design. Springer. p. 142. ISBN 9781402086731. http://books.google.com/books?id=XEGZIZ5zhy4C&pg=PA143&dq=Renault+5+drag+coefficient&lr=&ei=nAROS-KoEJ2sM6W7qIkN&client=safari&cd=8#v=onepage&q=Renault%205%20drag%20coefficient&f=false. Retrieved 2009-01-13. 

^ Witzenburg, Gary (February 1982). "Imports '82". Popular Mechanics 155 (2): 120. http://books.google.com/books?id=HtUDAAAAMBAJ&pg=PA120&dq=Renault+5+Imports+82&lr=&ei=PwROS9jEGp6wNMvewY4N&client=safari&cd=1#v=onepage&q=Renault%205%20Imports%2082&f=false. Retrieved 2009-01-13. 

^ Advertising techniques ADA Publishing, 1979, page 26-28, ISSN: 0001-0235

^ Dunne, Jim; Hill, Ray (November 1976). "Super-economy Cars". Popular Science 209 (5): 38-46. http://books.google.com/books?id=GgEAAAAAMBAJ&pg=PA38&dq=Renault+5+Super-economy&lr=&ei=cQROS83fBp3WNN7RiZAN&client=safari&cd=1#v=onepage&q=Renault%205%20Super-economy&f=false. Retrieved 2009-01-13. 

^ SportsCar Magazine by the Sports Car Club of America, 1977.

^ "Euro hatchback". Popular Science 206 (1): 36. January 1985. http://books.google.com/books?id=fgAAAAAAMBAJ&pg=PA36&dq=Renault+5+drag+coefficient&lr=&ei=nAROS-KoEJ2sM6W7qIkN&client=safari&cd=5#v=onepage&q=Renault%205%20drag%20coefficient&f=false. Retrieved 2009-01-13. 

^ "Renault 5 GT Turbo" Modern Legends, konceptZERO, 30 November 2006, retrieved on 1 August 2008.

^ Sparrow, David (1992). Renault 5: Le Car. Osprey Publishing. ISBN 978-1855322301. 

^ Renault Owners Club of North America official home page, retrieved on 14 April 2009.

General

Covello, Mike and Flammang, James M. (2002). Standard Catalog of Imported Cars 1946-2002. Kraus Publications. ISBN 9780873416054. 

Sparrow, David (1992). Renault 5: 'Le Car'. Osprey Publishing. ISBN 978-1855322301. 

External links

Wikimedia Commons has media related to: Renault 5

"Road Test - Renault 5 GT Turbo" Autocar (UK) magazine, 26 March 1986, retrieved on 1 August 2008.

Renault 5 details (French)/(English)/(Spanish)

First-generation Renault 5s

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Categories: Renault vehicles | Subcompact cars | Front wheel drive vehicles | 1970s automobiles | 1980s automobiles | Hatchbacks | 1990s automobiles | Vehicles introduced in 1972Hidden categories: All articles with unsourced statements | Articles with unsourced statements from March 2008 | Articles to be expanded from July 2009 | All articles to be expanded