Category: Renault 5 five

Renault 5 five

The 5 narrowly missed out on the European Car of the Year award, which was instead given to the Audi The R5 borrowed mechanicals from the Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension.

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. This car has introduce a small invisible revolution. It was the first one with a front and a rear bumper in plastic polyester and glass fibre.

The passenger compartment "is remarkably spacious" in comparison to other modern, small European cars. The Renault 5 body's drag coefficient was only 0. The Renault 5 achieved, like the original Mini, a cult status. The Renault 5 Alpine was one of the first hot-hatches, launched in In the UK, the car was sold as the Renault 5 Gordini because Sunbeam already had the rights to the name "Alpine" and was used on the Talbot Alpine at the time.

The 1. 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 all round. The UK car magazine Motor road test figures quoted top speed of The Renault 5 Alpine Turbo was launched in as an upgraded successor to the naturally aspirated Alpine.

In Britain, the car was still called Gordini rather than Alpine. Motor magazine undertook a road test of the Turbo in and while they appreciated the performance top speed Sales continued until when the second generation Renault 5 was launched, and the release of the Renault 5 GT Turbo in 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 hot hatch and rally car.

It was described as a "French Rabbit" that "is low on style, but high on personality and practicality". AMC's ad agency launched the car in the U. 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.

The U. The Le Car was offered in 3-door hatchback form from For the 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 model year. Imports continued throughwhen the car was replaced by the Kenosha, Wisconsin-built, Renault based Renault Alliance. In at least one U. Renault advertised Le Car's versatility in a full page ad featuring its use by the department.

The Renault 5 Alpine version was raced in Group 2, its most notable result was a second and first in the Monte Carlo rally despite a serious handicap in power against other works cars. In the Monte Carlo, the Renault 5 Alpine came second and third overall, despite a powerful team entry from Fiat and Lancia.The fact that only 50 years ago these components played no role at all in passenger cars and were subsequently used exclusively to increase power in sports cars seems to have been almost forgotten.

Only Saab in Sweden installed turbos also to improve efficiency, while Porsche first dominated the Can-Am race series at will and then brought the new top model Turbo to the dealers. At the Geneva Motor Show, Renault also presented its first vehicle with a turbo engine. Surprisingly this was not simply left with a new engine in a comparatively familiar body shell.

Together with Alpine in Dieppe, a new mid-engine platform was developed from onwards, which was then covered with a bodywork whose rough shape and lights were to be reminiscent of the Renault 5.

However, broadly flared fenders made a much more sporty impression. In front of the rear axle, the Renault engineers installed a four-cylinder engine with grey cast iron block and aluminium cylinder heads.

Renault 5 Turbo

This performance was achieved with one Garrett turbocharger, which provided 0. This allowed the car to accelerate to 62 mph in 6. A K-Jetronic injection system from Bosch provided the mixture preparation and the five-speed gearbox from the Renault 30 TX transferred the power to the rear axle.

Double wishbone suspensions all round, with torsion spring at the front and coil springs at the rear, came with minor modifications from the normal Renault 5 Alpine and ensured that the Michelin TRX tires, which were millimeters wide at the front and millimeters wide at the rear, held to the road.

In the interior, the engine left only room for two seats. Where otherwise the back seats and the boot of a Renault 5 would be located, there is a high rising fairing. Bertone contributed a specially designed instrument panel with ten round instruments and special sports seats. In keeping with the character of the time, these were often given a striking contrasting color to the bodywork, which was available exclusively in red or blue. The spare wheel is located under the front hood.

Marcello Gandini was responsible for the design of the Renault 5 Turbo at Bertone. The side walls of the bodyshell were basically taken from the normal three-door Renault 5, but in various places thinner steel sheet was used to reduce weight.

In addition, the roof, the doors and the tailgate were made of aluminium as well as the front hood, the wide fenders all around, the sills and the bumpers of polyester plastic.

The gutter edgings and the roof edge spoiler were also made of hardened polyurethane foam. Various plastic parts deliberately had a slightly lighter color tone compared to the bodywork.

Air inlets and outlets for the oil and water coolers were integrated into the rear fender extensions. In comparison to the normal Renault 5, these add-on parts made for 22 centimeters more width. Between July and the end of 1, copies were built.

Originally Renault wanted to produce only pieces to meet the regulations of Group 4 for the World Rally Championship. However, the first series was followed in by the Renault 5 Turbo 2, as there was still high demand from the customers. With the interior of the normal Renault 5 Alpine, the steel roof and tailgate from the series production as well as black plastic parts and new body colors, the Turbo 2 was on the price lists of Renault until and came off the production line 3, times.

The actual reason for the development of this wild mid-engine compact car can be found in a sentence above: Renault needed a new vehicle for rallying in the 80s. From the French were able to officially use the widebody R5, starting in the beginning according to the regulations of Group 4 and from according to those of the new Group B.

Due to the cubic capacity of 1. Nevertheless, the factory team won the world championship events in Monte Carlo in as well as in Corsica in andin each case with Jean Ragnotti behind the wheel.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: — also called R5 and — also called Super 5 or Supercinq.

The Renault 5 became the best-selling car in France from —, [3] with a total production exceeding 5. Images and details of the Renault 5 were published on 10 Decemberthe car's formal launch following on 28 January The R5 featured a steeply sloping rear hatchback.

It was launched onto the right-hand drive UK market in the autumn ofwhere alongside the recently launched Fiat 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 European Car of the Year award, which was instead given to the Audi The R5 borrowed mechanicals from the similarly popular Renault 4using a longitudinally-mounted engine driving the front wheels with torsion bar suspension.

It was one of the first modern superminis, which capitalised on the new hatchback design, which Renault had patented on its R16launched in It was launched a year after the booted version of the Fiatand during the same year that the became available with a hatchback. The R5 was launched three years before the Volkswagen Polo and Vauxhall Chevetteand four years before the Ford Fiesta - new superminis which met the growing demand for this type of car in Western Europe.

British Leyland was working on a new modern supermini during the s, but the end product - the Austin Metro - was not launched until Although the mechanical components came from earlier models, body construction involved floor sections welded together with the other body panels, resulting in a monocoque structure.

The monocoque structure reduced the car's weight, but required investment in new production processes. Init was priced in France at below 10, francs. The early production R5 used a dashboard-mounted gearshift, linked by a rod which ran over the top of the engine to a single bend where the rod turned downwards and linked into the gearbox, which was positioned directly in front of the engine.

A floor-mounted lever employing a cable linkage replaced this arrangement in At the time, the automatic usually represented just under five percent of overall Renault 5 production. The R5 was one of the first cars produced with plastic polyester and glass fibre bumpers, which came from a specialist Renault factory at Dreux. Other versions of the first generation included the four-door saloon version called the Renault 7 and built by FASA-Renault of Spainwhere virtually all examples were sold.

A five-door R5 was added to the range inmaking it one of the first cars of its size to feature four passenger doors. In Marchthe automatic received a somewhat more powerful 1. The Renault 5 Alpine was one of the first hot-hatcheslaunched in - going on sale two months before the original Volkswagen Golf GTI and two years after the Simca Ti. The right-hand drive version was shown at the British Motor Show in and was officially on sale from 4 April 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 at the time.

This and the later Alpine Turbo models were assembled at Alpine 's Dieppe plant, beginning in The 1. The Renault 5 Alpine Turbo was launched in as an upgraded successor to the naturally aspirated Alpine. Motor magazine undertook a road test of the Turbo in and while they appreciated the performance top speed 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 hot hatch and rally car.

It was also driven by the rear wheels rather than the front wheels. AMC marketed it through its dealers where it competed in the United States against such front-wheel-drive subcompacts as the Honda Civic and Volkswagen Rabbit.The car was primarily designed for rallyingbut was also sold in a street version.

A total of turbo 1: and turbo 2: R5 Turbos were manufactured during a six-year production run. In response to Lancia 's rallying success with the mid-engined StratosRenault 's Jean Terramorsi, vice-president of production, asked Bertone 's Marc Deschamps to design a new sports version of the Renault 5 Alpine supermini.

The distinctive new rear bodywork was styled by Marcello Gandini at Bertone. Though it used a modified body from a standard Renault 5, and was badged a Renault 5, the mechanicals were radically different, the most obvious difference being rear-wheel drive and rear-mid-engined instead of the normal version's front-wheel drive and front-mounted engine.

At the time of its launch it was the most powerful production French car. Many parts later transferred to the Alpine A, such as the suspension or alloy wheel set. Once the homologation models were produced, a second version named Turbo 2 was introduced using more stock Renault 5 parts replacing many of the light alloy components in the original 5 Turbo version, and dropping the stunning and specific Bertone seats and dashboard for the interior of the R5 Alpine.

Many parts also became dark grey rather than the iconic red or blue. The concept of a mid-engined small Renault returned with the announcement of the Renault Clio V6. The R5 Turbo was conceived with dual intent, promoting the sales of the common R5 and being homologated in the FIA group 3 and 4 categories of the rally championship today WRC.

All the motorsport derivatives were based on the Turbo 1 [ citation needed ]. There are several victories throughout the early 80's in the national championships in France, PortugalSwitzerlandHungaryand Spainmany victories in international rallies throughout Europewith wins in iconic rallies such as Monte Carlo.

After the factory ceased support, it lived a second life being developed by many teams and enthusiasts to compete in regional championships and local races in which it was ubiquitous and reached many success for almost 20 years [ citation needed ]. At the time of retirement, the newly created historical categories allowed these cars to return to international events and competitions, living a third life.

For these reasons it has accessed to a legendary status and has a huge fan base. From Wikipedia, the free encyclopedia. Renault 5 Turbo 2. Renault 5 Maxi Turbo being demonstrated by Jean Ragnotti. Archived from the original on Retrieved February Retrieved June 14, Master Nueva Kangoo Trafic.There are few cars that had such vastly different fortunes in Europe and America than the Renault 5, or the Le Car as it was known here.

Arriving on our shores at the tail end of the oil crisis, the Le Car was immediately given a set of nerdy sealed-beam glasses to wear, in addition to the obligatory bumpers that doubled as benches. By the time the feds were through, the tidy, chiseled appearance of the 5 was transformed into something from the bad old days of AMC, complete with performance-draining emissions equipment.

But what if we had found the Renault 5 in its unaltered form a decade later, just as it was getting good? The answer to that question sat in front of me in a field in rural Pennsylvania, in the form of a recently imported European-spec Renault 5 TL from This car was found in a garage in Poland with a little overkilometers on the clock, where it sat unused for about a decade.

40 Years of Renault 5 Turbo

Marvin McFalls, the president of the Renault club in the U. The little car sprung to life pretty easily and McFalls agreed to buy it over the phone, sight unseen. Don't try this at home, folks, even with adult supervision. It would be a stretch to say that the second-generation Renault 5, known back home as the Supercinq, looks significantly different from the first-generation Le Car.

But the body and chassis were completely redesigned for the model year, even though at first blush the 5 merely looks like it had received new bumpers and a new front fascia. While the first-generation U. With less than 2, pounds to move around, all powerplants were said to be adequate, with even the smallest unit capable of getting the car up to 78 mph. The redesign saw the Renault 5 grow in length and width, adding some room to the cabin for the benefit of front and rear passengers alike, with the number of trim levels increasing as well.

The 5 boasted mpg figures that surprise even today, managing better than 40 mpg highway in most models.

Restart Renault Super 5 Five 1.4i 1994

Perhaps the biggest mechanical change was the adoption of the transversely mounted engine configuration, one that was now available in the Renault 9. Rear window wiper and defroster, that's about the only options it really has. The second-generation 5 came in a wide variety of trim levels, with only the TC cars having a smaller engine than our TL in the form of a cc unit. Our example instead has a 1,cc inline-four good for 47 bhp.

Since these are figures that we normally associate with motorcycles, vintage motorcycles at that, I was curious to hear just how the car behaved in our tranquil, uncongested East Coast traffic in the year McFalls drove this car up from Tennessee just days ago, which was soon after it had received a fresh repaint and some mechanical tweaks.

As we get in and go for a drive, it is immediately apparent that the engine doesn't have to work too hard for us to keep up with traffic. The hum of the engine stays pleasantly muted even when the gas pedal is mashed well, with little to no body roll or lurching at the top of the gear. The car's composure continues to amaze as we take a corner without slowing down much; the nimble 5 stays mostly flat. The suspension is also surprisingly soft and pliable for a featherweight car with smallish wheels at the four corners, even as we drive through a railroad crossing.

In the first few minutes with the car it becomes abundantly clear why more than 5 million examples were sold, and why this car stayed in production for more than 24 years. The well-proportioned interior is light and inviting, and probably wouldn't look out of place in a car 10 years younger.

The quality of the plastics is quite respectable, and only one or two rattles have crept into the cabin over the years. Not bad for a French economy car from The controls are very intuitive, and the general feel of the cabin is quite cheerful. Even the pedals are covered in sculpted rubber gloves, instead of just being pieces of plastic attached to black metal rods.

The cabin is spartan by today's standards, but it feels remarkably well made and tastefully designed. At no point does it actually feel cheap, a quality that has eluded far more recent imports from across various ponds.

The range of engines in the second-generation Renault 5 topped out with the 1,cc GTX and GTE trim cars which appeared later in the decade. A sportier version was also available, in the form of the bhp Renault 5 GT Turbo which used a Garrett T2 turbocharger with its 1,cc pushrod engine.

And this being a European hatch, a diesel was also on offer. Like its Peugeot competitor, the Renault 5 range gained special editions as it aged, with trim levels like Baccara and Campus appearing later in the decade.

It has a 32 Solex carb, and it was just a pain in the neck, it's not a good carb. It's amazing: Solex carbs are a crapshoot. The result was the premiere of a new range of compact cars exclusively for the North American market, in the form of the Renault Alliance coupes, sedans, and convertibles, as well as the Renault Encore hatch.Offer incentives to gather reviews - especially at the start.

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renault 5 five

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R8 1050m Class: Handicap 5:55PM Selections 1.


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Maukora

die Unvergleichliche Mitteilung, gefällt mir sehr:)