View source for Engineering:Renault 5

{{short description|Hatchback car (1972–1996)}}
{{Infobox automobile
| name         = Renault 5
| image        = 1990 Renault 5 1.4 Auto (9743019740).jpg
| caption      = Second generation R5
| manufacturer = [[Company:Renault|Renault]]
| production   = 1972–1996
| class        = Supermini ([[Engineering:B-segment|B]])
| body_style = 
| successor = [[Engineering:Renault Clio|Renault Clio]]<br/>[[Engineering:Renault Twingo|Renault Twingo]]
}}

The '''Renault 5''' is a five-passenger, three or five-door, front-engine, front-wheel drive hatchback supermini manufactured and marketed by the French automaker [[Company:Renault|Renault]] over two generations: 1972–1985 (also called R5) and 1984–1996 (also called Super 5 or Supercinq). The R5 was marketed in the US and Canada as '''Le Car''', from 1976 until 1983.<ref name=":0">{{cite news |url= http://www.carsguide.com.au/site/news-and-reviews/car-news/renault_5_its_french_for_good |last=Pleffer |first=Ashlee |title=Renault 5: it's french for good |newspaper=The Daily Telegraph |location=Australia |date=10 March 2008 |access-date=26 May 2014}}</ref> Renault marketed a four-door sedan variant, the [[Engineering:Renault 7|Renault 7]], manufactured from 1974 until 1984 in Spain by [[Company:Renault|Renault]]'s subsidiary FASA-Renault<ref>Data according to: ''Automobil Revue'', catalogue edition 1979, p. 484-85.</ref> and exported to select markets.

The Renault 5 became the best-selling car in France from 1972 until 1986,<ref>{{cite book |last=Sparrow |first=David |title=Renault 5: Le Car |publisher=Osprey Publishing |year=1992 |isbn=978-1-85532-230-1}}</ref> with a total production exceeding 5.5 million over a 14-year period, making it France's most popular car.<ref name="mostpop">{{cite web |title=The Renault 5 in Five Easy Pieces |website=Driventowrite.com |first=Eóin |last=DoylePosted |date=March 19, 2015 |url= https://driventowrite.com/2015/03/19/renault-5-in-five-easy-pieces-profile/#more-8575}}</ref>

=={{Anchor|5}}First generation (1972–1985)==
{{Infobox automobile
| name       = Renault 5
| aka        = Renault Le Car (USA)<br />Lectric Leopard (USA)<ref>{{cite web |url= https://barnfinds.com/lelectric-car-1980-lectric-leopard/ |title=LeLectric Car: 1980 Lectric Leopard |date=31 January 2017 |work=Barn Finds |access-date=6 August 2018}}</ref>
| assembly = {{ubl |France: Flins |France: Dieppe ([[Company:Alpine (automobile)|Alpine]])<ref name=Echap>{{cite journal |journal=Echappement |date=April 1985 |number=198 |ref=PB85 |title=L'usine Alpine: renaissance ou révolution? |trans-title=The Alpine works: renaissance or revolution? |last=Barbaza |first=Pierre |page=90 |publisher=Michael Hommell |location=Paris, France |language=fr }}</ref> |France: Douai<ref name="lAbel177">{{cite journal |ref=lA0177 |journal=L'Automobile |page=4 |title=30 jours d'automobile |trans-title=30 days of the automobile |language=fr |editor-last=Thevenet |editor-first=Jean-Paul |location=Neuilly-sur-Seine, France |number=367 |date=January 1977 |publisher=Societé des Editions Techniques et Touristiques de France }}</ref> |Spain: Valladolid |Venezuela: Mariara |Iran: [[Place:Tehran|Tehran]] ([[Company:SAIPA|SAIPA]])/([[Company:Pars Khodro|Pars Khodro]]) |Mexico: Cd. Sahagún |South Africa: Durban (Motor Assemblies) |Yugoslavia: Novo Mesto (IMV)}}
| related    = {{ubl | [[Engineering:Renault 4|Renault 4]] | [[Engineering:Renault 7|Renault 7]] | [[Engineering:Renault Rodeo|Renault Rodeo]] | [[Engineering:Renault PK|Sepand PK]] }}
| image      = R5 Auto.jpg
| caption    = First generation R5, front view
| production = 1972–1985
| body_style = 3/5-door [[Engineering:Hatchback|hatchback]]
| layout     = MF layout
| engine     = 782&nbsp;cc I4 ''Ventoux'' <br /> 845&nbsp;cc I4 ''Ventoux'' <br /> 956&nbsp;cc ''C1C'' I4 <br /> 1108&nbsp;cc ''C1E'' I4 <br /> 1289&nbsp;cc ''810'' I4 <br /> 1397&nbsp;cc ''C1J'' I4 <br /> 1397&nbsp;cc ''C6J'' [[Engineering:Turbocharger|turbo]] I4
| transmission = 4/5-speed [[Engineering:Manual transmission|manual]] <br /> 3-speed [[Engineering:Automatic transmission|automatic]]
| wheelbase    = {{convert|2419|mm|in|1|abbr=on}}
| length       = {{convert|3521|mm|in|1|abbr=on}}
| width        = {{convert|1525|mm|in|1|abbr=on}}
| height       = {{convert|1410|mm|in|1|abbr=on}}
| weight       = {{convert|730|-|810|kg|lb|0|abbr=on}}
| designer     = Michel Boué
| sp           = uk
}}

The first images and details of the Renault 5 were published on 10 December 1971, and the car's formal launch followed on 28 January 1972.<ref name=Automobilia1972>{{cite journal|first=René |last=Bellu |journal=Automobilia |title=Toutes les voitures françaises 1972 (salon [Oct] 1971) |volume=76s |pages=50–53 |year=2005 |publisher=Histoire & collections |location=Paris }}</ref><ref>{{cite news|url= https://news.google.com/newspapers?id=oiQ-AAAAIBAJ&pg=6394,6148008&dq=renault-5&hl=en |title=Morors: Renault's New Baby |newspaper=Evening News |date=10 December 1971 |page=35 |access-date=26 May 2014}}</ref>

The Renault 5 was styled by Michel Boué,<ref name="rumbled">{{cite journal|title=The Renault That Rumbled |journal=Hemmings Sports & Exotic Car |first=Karl |last=Ludvigsen |date=March 2010 |url= http://www.hemmings.com/hsx/stories/2010/03/01/hmn_opinion2.html |access-date=15 June 2011}}</ref> who designed the car in his spare time, outside of his normal duties.<ref name="rumbled"/> When Renault executives learned of Boué's work, they were so impressed by his concept that they immediately authorized a formal development program. The R5 featured a steeply sloping rear [[Engineering:Hatchback|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 [[Engineering:Fiat Punto|Fiat Punto]] and [[Engineering:Volvo 850|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 [[Engineering:Fiat 127|Fiat 127]] it competed as an imported but more modern alternative to British Leyland's [[Engineering:Mini|Mini]] and Chrysler Europe's [[Engineering:Hillman Imp|Hillman Imp]] &mdash; and without competitors from [[Company:Ford Motor Company|Ford]] or [[Company:Vauxhall Motors|Vauxhall]].

The 5 narrowly missed out on the 1973 European Car of the Year award, which was instead given to the [[Engineering:Audi 80|Audi 80]].

Boué died of cancer at the end of 1972, just a few months after the car he designed was launched.<ref>{{cite web |editor-last1=Bonnaud |editor-first1=Christoph |editor-last2=Rizzi |editor-first2=Pierre |title=Renault 5 a Modern history |url= https://cdn.group.renault.com/ren/master/renault-new-cars/editorial/discover-renault/r5/mook-50ans/renault-editorial-discover-r5-mook-en.pdf |publisher=Renault Communications Department |access-date=8 November 2022 |date=2022}}</ref>

The R5 borrowed mechanicals from the successful [[Engineering:Renault 4|Renault 4]], using a longitudinally-mounted engine driving the front wheels with torsion bar suspension. OHV engines were the same as the Renault 4 and larger [[Engineering:Renault 8|Renault 8]]. At the car's launch, the 782&nbsp;cc and 956&nbsp;cc versions were available depending on the model level. A "5TS/5LS" with the 1,289&nbsp;cc engine from the [[Engineering:Renault 12|Renault 12]] was added from April 1974. As on the Renault 4, entry-level Renault 5s had their engine sizes increased to 845&nbsp;cc in 1976, and at the top of the range later models included the 1,397&nbsp;cc version.

It was one of the first modern superminis, which capitalized on the new hatchback design, which Renault had patented on its [[Engineering:Renault 16|R16]], launched in 1965. It was launched a year after the booted version of the [[Engineering:Fiat 127|Fiat 127]], and during the same year that the 127 became available with a hatchback. The R5 was launched three years before the [[Engineering:Volkswagen Polo|Volkswagen Polo]] and [[Engineering:Vauxhall Chevette|Vauxhall Chevette]], and four years before the Ford Fiesta - new superminis which met the growing demand for this type of car in [[Place:Western Europe|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 introduced one year before the [[Engineering:Toyota Starlet|Toyota Starlet]], while the Datsun 100A arrived in the UK starting in 1971. It was introduced six months before the [[Engineering:Honda Civic (first generation)|Honda Civic]] which appeared later in July.

Sales in Japan began in 1976, where both the 2-door and 4-door were available at Capital Car Dealerships.<ref name=":1">日本自動車輸入組合の資料による。実際に販売された車両の登録年（年式）は1977年（昭和52年）の可能性あり</ref> It was called the "Renault Go" because that is the Japanese word for "five". While originally sold with North 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.

Although the mechanical components came from earlier models, body construction involved floor sections welded together with the other body panels, resulting in a [[Engineering:Monocoque|monocoque]] structure.<ref name=Automobilia1972/> The approach had by then become mainstream among many European automakers, but represented an advance on the mechanically similar Renault 4 and [[Engineering:Renault 6|Renault 6]] both of which used a separate platform. The monocoque structure reduced the car's weight, but required investment in new production processes.
[[File:Renault 5TL rear three quarters 1972.jpg|thumb|left|First generation, three door]]
[[File:Renault 5 (5054333955).jpg|thumb|left|First generation, five doors: the five-door hatchback was added to the range in July 1979]]
[[File:Renault 5 GTL Schaffen-Diest 2015.JPG|thumb|left|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.]]
The Renault 5 was targeted at cost-conscious customers, and the entry-level "L" version came with the same 782&nbsp;cc power plant as the cheaper Renault 4 and drum brakes on all four wheels. In 1972, it was priced in France at below 10,000 francs.<ref name=Automobilia1972/> However, for many export markets the entry-level version was excluded from the range and front-wheel disc brakes were offered on the more powerful 956&nbsp;cc "Renault 5TL" along with such attractions under the bonnet/hood as an alternator, and in the cabin reclining backrests for the front seats.<ref name=Automobilia1972/> From outside the "TL" was differentiated from the "L" by a thin chrome strip below the doors.<ref name=Automobilia1972/>

The early production R5 used a dashboard-mounted gearshift just like the Renault 4. It was linked by a rod that ran over the top of the engine to a single bend where the rod turned downwards into the gearbox, which was positioned directly in front of the engine. A floor-mounted lever employing a cable linkage replaced this arrangement in 1973. An automatic version, with the larger 1,289&nbsp;cc engine, was added in early 1978. At the time, the automatic usually represented just under five percent of overall Renault 5 production.<ref name="salon81">{{cite journal|editor-last1=Costa |editor-first1=André |editor-first2=Georges-Michel |editor2-last=Fraichard |date=September 1981 |issue=14 & 15 |title=Salon 1981: Toutes les Voitures du Monde |page=65 |journal=L'Auto Journal |location=Paris |language=fr}}</ref> 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 plastic (polyester and [[Chemistry:Fiberglass|fiberglass]]) bumpers, which came from a specialist Renault factory at Dreux.<ref name=Automobilia1972/> These covered a larger area of potential contact than conventional car bumpers of the time and survived low-speed parking shunts without permanently distorting.<ref name=Automobilia1972/> This helped the car gain a reputation as an "outstanding city car",<ref name=Automobilia1972/> 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.<ref name=":2">{{cite magazine |last=Horbue |first=Jan P. |title=The new logic in small-car engineering |magazine=Popular Science |volume=206 |issue=2 |pages=56–59 |date=February 1975| url= https://books.google.com/books?id=WwEAAAAAMBAJ&q=%22Renault+5%22+road+test&pg=PA56 |access-date=15 June 2011 }}</ref> The Renault 5 body's [[Physics:Drag coefficient|drag coefficient]] was only 0.37 (with most European cars going up to 0.45).<ref>{{cite book |last1=Genta |first1=Giancarlo |last2=Morello |first2=Lorenzo |title=The Automotive Chassis: System design |publisher=Springer |year=2009 |page=142 |url= https://books.google.com/books?id=XEGZIZ5zhy4C&q=Renault+5+drag+coefficient&pg=PA143 |isbn=978-1-4020-8673-1 |access-date=15 June 2011}}</ref>

Other versions of the first generation included the four-door saloon version called the [[Engineering:Renault 7|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.<ref>{{cite web|title=Renault 5 |url= http://www.classicandperformancecar.com/front_website/octane_interact/carspecs.php/?see=4201 |work=Classic and Performance Car |access-date=22 August 2012 |url-status=dead|archive-url= https://web.archive.org/web/20130921055250/http://www.classicandperformancecar.com/front_website/octane_interact/carspecs.php/?see=4201 |archive-date=21 September 2013}}</ref> The three-speed Automatic, which received equipment similar to the R5 GTL, but with a 1,289&nbsp;cc (55&nbsp;bhp) engine, a vinyl roof, and the TS' front seats, also became available with five-door bodywork. In March 1981, the automatic received the 1.4&nbsp;L engine that increased both performance and fuel economy.<ref name="salon81" />

==={{anchor|Alpine|Gordini|Copa}} Renault 5 Alpine / Gordini / Copa===
[[File:R5 Alpine 001.JPG|thumb|right|Renault 5 Alpine]]
The Renault 5 Alpine was one of the first '[[Engineering:Hot hatch|hot hatch]]es', launched in 1976 – ''two months'' before the original [[Engineering:Volkswagen Golf|Volkswagen Golf]] GTi, but ''two years'' after the [[Engineering:Simca 1100|Simca 1100&nbsp;Ti]]. The right-hand drive 5&nbsp;Alpine was shown at the British Motor Show in 1978, and was finally sold from 4 April 1979 in the U.K. – but as the Renault 5&nbsp;''Gordini'', because Chrysler Europe already had the rights to the name [[Company:Alpine (automobile)|"Alpine"]] in the U.K., and they had just used it on the Chrysler Alpine, the U.K. badged RHD Simca 1307, introduced at that time. Nevertheless, it was still ''months'' before the 1976 VW Golf GTi right-hand drive, which also took Volkswagen three years to convert to RHD.

Use of the name [[Company:Gordini|Gordini]] came from Amédée Gordini, a French car tuner with strong links with Renault and previous sporting models, such as of the [[Engineering:Renault 8|Renault 8]]. They, and the later (Renault 5) Alpine Turbo models were assembled at [[Company:Alpine (automobile)|Alpine]]'s Dieppe plant, beginning in 1975.<ref name=Echap/> The U.K. launch price was £&nbsp;4,149 – nearly a third more than the previous top model, the 5&nbsp;TS, at £&nbsp;3,187 – showing the considerable changes to the car, over the {{cvt|64|PS|hp kW|0}} 5&nbsp;TS, which couldn't reach {{cvt|100|mph|0|order=flip}}, compared to the {{cvt|93|PS|hp kW|0}} Gordini, which could reach {{cvt|110|mph|0|order=flip}}.

The 1.4&nbsp;L (1397&nbsp;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 {{convert|93|PS|kW hp|0|abbr=on}}, twice as much as a standard 1.1&nbsp;L (1108&nbsp;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.<ref name="SAM7906">{{cite journal |ref=samMY |journal=SA Auto |title=London Review |page=14 |last=Howard |first=Tony |volume=1 |number=10 |location=Pretoria, South Africa |date=June 1979}}</ref> 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 {{Convert|0=|110|mph|0|abbr=on}} and tested in the July 1979 issue of UK magazine ''Car'', it achieved a top speed of {{convert|0=|110|mph|0|abbr=on}} and 0-60&nbsp;mph (97&nbsp;km/h) in 9.7 seconds. The UK car magazine ''Motor'' road test figures quoted top speed of {{convert|104.7|mi/h|km/h|abbr=on}} and 0-60&nbsp;mph (97&nbsp;km/h) in 9.7 seconds.<ref>''Motor'' 5 May 1979</ref>

==={{anchor|Alpine Turbo}} 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.<ref>''The Glasgow Herald'', May 31, 1982</ref> 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 {{convert|111.8|mi/h|km/h|abbr=on|order=flip}}, {{convert|0|to|60|mph|km/h|order=flip}} in 8.7 seconds), they were critical of its high price as it was £2 more than the larger Ford Escort XR3.<ref>''Motor'' Road Test Annual 1982</ref>

The 1.4&nbsp;L (1,397&nbsp;cc) engine in the Alpine/Gordini Turbo had a single Garrett T3 turbocharger, increasing the power output to {{convert|110|bhp|kW PS|0|abbr=on}}.<ref>{{cite web |url= http://www.classicandperformancecar.com/front_website/octane_interact/carspecs.php/?see=3343 |title=Octane - Model specs: 1976-1984 Renault 5 Gordini/Turbo |publisher=Classic Car and Performance Car |access-date=15 June 2011 |url-status=dead |archive-url= https://web.archive.org/web/20120311214922/http://www.classicandperformancecar.com/front_website/octane_interact/carspecs.php/?see=3343 |archive-date=11 March 2012 }}</ref> Sales continued until 1984 when the second generation Renault 5 was launched, and the release of the Renault 5 GT Turbo in 1985.
[[File:Renault 5 TURBO (8014525001).jpg|thumb|Renault 5 Turbo (mid-engined)]]

===Renault 5 Turbo===
{{main|Engineering:Renault 5 Turbo}}

The [[Engineering:Renault 5 Turbo|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.<ref>{{cite web |title=Renault 5 Turbo – review, history, prices and specs |url= https://www.evo.co.uk/renault/5/turbo |access-date=2022-03-28 |website=evo.co.uk}}</ref>

=== {{anchor|le_car|LeCar}} Renault Le Car ===
[[File:Renault5-Le Car.jpg|thumb|"Le Car" version marketed by AMC]]
Renault had about 250 dealerships in the United States.<ref name="Severson">{{cite web |last1=Severson |first1=Aaron |title=Five by Five: The Renault 5 and the Mid-Engine Renault 5 Turbo |url= https://ateupwithmotor.com/model-histories/renault-5-turbo/ |work=Ate Up With Motor |date=24 October 2009 |access-date=25 December 2022}}</ref> The North American Renault 5 debuted in 1976, but sales were disappointing and many cars remained on dealer lots. Renault's response was to change advertising agencies and rebrand the car for the following year as "Le Car".<ref name="Severson"/><ref>{{cite web |url= http://www.renault-5.net/usahistoire.htm | title=Renault 5 & "Le Car": Le Car History's |website=renault-5.net}}</ref> The new marketing campaign stressed the car's sporty character and successful European competition history.<ref name="Severson"/>

Renault formed an alliance in January 1979 allowing Renault cars to be sold and serviced by [[Company:American Motors Corporation|American Motors Corporation]] (AMC) dealers. The automaker [[Finance:Marketing|marketed]] it through its 1,300 dealers, where it competed in the United States against such front-wheel-drive subcompacts as the [[Engineering:Honda Civic (first generation)|Honda Civic]], and [[Engineering:Volkswagen Golf Mk1|Volkswagen Rabbit]]. It was described as a "French Rabbit" that "is low on style, but high on personality and practicality".<ref>{{cite magazine |last=Witzenburg |first=Gary |title=Imports '82 |magazine=Popular Mechanics |volume=155 |issue=2 | page=120 |date=February 1982| url= https://books.google.com/books?id=HtUDAAAAMBAJ&q=Renault+5+Imports+82&pg=PA120 |access-date=15 June 2011 }}</ref>

American Motors' 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.<ref>{{cite journal|title=Advertising techniques |journal=Advertising and Graphic Arts Techniques |publisher=ADA Publishing |year=1979 |pages=26–28 |issn=0001-0235}}</ref> 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 [{{convert|35|mpgus|L/100 km mpgimp|abbr=on}} highway and {{convert|28|mpgus|L/100 km mpgimp|abbr=on}} city] as well as its smooth-running engine.<ref>{{cite magazine |last1=Dunne |first1=Jim |last2=Hill |first2=Ray |title=Super-economy Cars |magazine=Popular Science |volume=209 |issue=5 |pages=38–46 |date=November 1976|url= https://books.google.com/books?id=GgEAAAAAMBAJ&q=Renault+5+Super-economy&pg=PA38 |access-date=15 June 2011 |via=Google Books}}</ref> Advertisements also focused on the Le Car's standard features and low base price, actually comparing it to the imported Ford Fiesta, Honda Civic, and VW Rabbit.<ref>{{cite web |last1=Martin |first1=Murilee |title=1979: Renault Le Car is cheaper and better than Civic, Rabbit and Fiesta |url= https://www.autoweek.com/car-life/classic-cars/a1821006/1979-renault-le-car-cheaper-and-better-civic-rabbit-and-fiesta/ |work=Autoweek |date=11 May 2017 |access-date=25 December 2022}}</ref>

The U.S. version featured a {{not a typo|desmogged}} 1289&nbsp;cc inline-four engine rated at {{convert|60|hp|kW|0|abbr=on}}.<ref>{{cite web|url= http://www.renault-5.net/catalogues_US/catalogue_USA_1977_small.pdf |title=1977 Renault 5 catalog (Renault USA |website=renault-5.net |access-date=15 December 2022}}</ref> In 1977, it dominated the Sports Car Club of America "Showroom Stock Class C" class.<ref>{{cite web |title=Renault 5 (1972 - 1996) |url= https://www.uniquecarsandparts.com/car_info_renault_5.htm |website=uniquecarsandparts.com |date=2014 |access-date=25 December 2022}}</ref><ref>SportsCar Magazine by the Sports Car Club of America, 1977.</ref> Ever tightening emissions legislation meant that power was down to {{convert|51|hp|kW|abbr=on}} by 1980.<ref name=RT82>{{cite journal |ref=81bg |journal=Road & Track's Road Test Annual & Buyer's Guide 1981 | issue=January–February 1981 |title=1981 Buyer's Guide |editor-first=Tony |editor-last=Hogg |page=113 }}</ref>
[[File:1983 Renault Le Car Sport in black.jpg|thumb|1983 Renault Le Car Sport]]
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. Sales increased each year, from 6,800 in 1976 to 37,000 in 1982.<ref>{{cite web |last1=Kotch |first1=Jeff |title=Renault 5/Le Car: It was fun while it lasted |url= https://www.hemmings.com/stories/article/renault-5-le-car |work=Hemmings |access-date=25 December 2022 |date=23 September 2018}}</ref> Although the Le Car did not see popularity in the U.S., it sold reasonably well in Canada.<ref>{{cite web |last1=McAleer |first1=Brendan |title=Celebrating the forgotten Renault Le Car on its 50th anniversary |url= https://driving.ca/car-culture/vintage-collectible/celebrating-the-forgotten-renault-le-car-on-its-50th-anniversary |publisher=Driving Canada |date=14 July 2022 |access-date=25 December 2022}}</ref> Imports from France continued through 1983, when the car was replaced by the Kenosha, Wisconsin—built Renault 11-based [[Engineering:Renault Alliance|Renault Alliance]]. Sales in Canada continued until 1986, two years after it was replaced by the Super Cinq on the French market.

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.<ref>{{cite web|first=Alden |last=Jewell |url= https://www.flickr.com/photos/autohistorian/5091683648/in/pool-612628@N23/ |title=1978 Renault Le Police Car |date=17 October 2010 |via=Flickr |access-date=2011-06-15}}</ref> The Ogunquit, Maine, police department also used Renault 5's as their 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 and a new small windowed 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.<ref>{{cite web |last1=Carlsson |first1=Mårten |title=Le Car van |url= https://www.klassiker.nu/reportage/le-car-van |website=klassiker.nu |access-date=20 August 2019}}</ref>

U.S. Electricar, based in Athol, Massachusetts, performed [[Engineering:Electric vehicle conversion|electric vehicle conversion]]s on the Renault Le Car, installing sixteen six-volt lead-acid batteries, providing a modest range of {{cvt|60|km}}.<ref>{{cite report |url=https://apps.dtic.mil/sti/pdfs/ADA093746.pdf |title=Verification tests of the U.S. Electricar Corp. 'Lectric Leopard' |last1=Dowgiallo Jr. |first1=Edward J. |last2=Snellings |first2=Ivan R. |date=October 1980 |id=2312 |publisher=U.S. Army Mobility Equipment Research and Development Command |access-date=28 February 2023}}</ref><ref>{{cite report |url=https://ntrs.nasa.gov/api/citations/19780011045/downloads/19780011045.pdf#page=254 |title=State-of-the-art assessment of electric and hybrid vehicles |id=NASA TM-73756 |date=September 1977 |author=National Aeronautics and Space Administration, Lewis Research Center |publisher=Energy Research and Development Administration, Division of Transportation Energy Conservation |access-date=24 February 2023}}</ref>{{rp|247–250}} In 1978, the converted cars were rebranded "Lectric Leopard" and marketed to government agencies.<ref>{{cite news |url=https://www.washingtonpost.com/archive/business/1978/10/12/from-newspaper-owner-to-new-car-salesman/b166e5f0-c2d1-4f22-aa2e-096d0f2f36fb/ |title=From Newspaper Owner To New Car Salesman |author=Knight, Jerry |date=October 12, 1978 |newspaper=The Washington Post |access-date=24 February 2023}}</ref>

===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''.<ref name="S81b">''Salon 1981'', p. 115</ref> 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&nbsp;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&nbsp;cc engine from the R5 TS (with the power reduced to 42&nbsp;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&nbsp;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<ref name="S81b" />
* 1980: Five-door TL, GTL, and automatic models arrive
* 1982: Introduction of the R5 TX and the [[Engineering:Hot hatch|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 an all-new second-generation model.

===Engines===
* B1B 0.8&nbsp;L ({{convert|845|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|37|PS|kW hp|0|abbr=on}}; top speed: {{convert|126|km/h|mph|0|abbr=on}}; 0–100&nbsp;km/h (62&nbsp;mph): 22.3&nbsp;s<ref name="AK82">{{cite book |title=Auto Katalog 1982 |editor-last=Freund |editor-first=Klaus |publisher=Motor Presse | location=Stuttgart |pages=220–221 |volume=25 |language=de |date=August 1981}}</ref>
* C1C (689) 1.0&nbsp;L ({{convert|956|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|42|PS|kW hp|0|abbr=on}}; top speed: {{convert|130|km/h|mi/h|0|abbr=on}} also with {{convert|44|PS|kW hp|0|abbr=on}}; top speed: {{convert|135|km/h|mi/h|0|abbr=on}}<ref name="WC82">{{cite book |title=World Cars 1982 |publisher=Herald Books |page=90 |year=1982 |isbn=9780910714143}}</ref>
[[File:R5 Turbo Pegomas-Tanneron 2005.jpg|right|thumb|Renault 5 Turbo]]
* C1E (688) 1.1&nbsp;L ({{convert|1108|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|45|PS|kW hp|0|abbr=on}}; top speed: {{convert|136|km/h|mph|0|abbr=on}}; 0–100&nbsp;km/h (62&nbsp;mph): 21.4&nbsp;s<ref name="AK82" />
* 810 1.3&nbsp;L ({{convert|1289|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|55|PS|kW hp|0|abbr=on}}; top speed: {{convert|140|km/h|mph|0|abbr=on}} (automatic)
* 810 1.3&nbsp;L ({{convert|1289|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|64|PS|kW hp|0|abbr=on}}; top speed: {{convert|154|km/h|mph|0|abbr=on}}; 0–100&nbsp;km/h (62&nbsp;mph): 15.6&nbsp;s<ref name="AK82" />
* C1J (847) 1.4&nbsp;L ({{convert|1397|cc|CID|abbr=on|disp=or}}) 8-valve I4; {{convert|63|PS|kW hp|0|abbr=on}}; top speed: {{convert|142|km/h|mph|0|abbr=on}}; 0–100&nbsp;km/h (62&nbsp;mph): 21.4&nbsp;s (automatic)<ref name="AK82" />
* C6J 1.4&nbsp;L ({{convert|1397|cc|CID|abbr=on|disp=or}}) turbo 8-valve I4; {{convert|110|PS|kW hp|0|abbr=on}}; top speed: {{convert|185|km/h|mph|0|abbr=on}}; 0–100&nbsp;km/h (62&nbsp;mph): 9.1&nbsp;s<ref name="AK82" />
* 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<ref>{{cite web |title=Renault 5 Turbo specs & photos - 1980, 1981, 1982, 1983, 1984 |url= https://www.autoevolution.com/cars/renault-5-turbo-1980.html |access-date=2022-03-28 |website=autoevolution.com}}</ref><ref>{{cite web |last=Scott |first=Victoria |title=1980 Renault 5 Turbo Review: An '80s Time Capsule Best Left Parked |url= https://www.thedrive.com/new-cars/41410/1980-renault-5-turbo-review-an-80s-time-capsule-best-left-parked |access-date=2022-03-28 |website=thedrive.com|date=19 July 2021 }}</ref>

===Motorsport===
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.<ref>''Observer-Reporter'' January 28, 1978</ref>

In 1978, a rally Group 4 (later [[Engineering:Group B|Group B]]) version was introduced. It was named the [[Engineering:Renault 5 Turbo|Renault 5 Turbo]], but being mid-engined and rear-wheel drive, this car had 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 faced competition from new 4WD cars that were faster on dirt; however, the Renault remained among the fastest of its era on paved roads.

===Production elsewhere===
;Iran
The original Renault 5 continued to be produced in Iran by [[Company:SAIPA|SAIPA]], then by [[Company:Pars Khodro|Pars Khodro]] (a SAIPA subsidiary), as the Sepand. In 2001 the [[Engineering:Renault PK|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.<ref name=PKhist>{{cite web |url= http://www.parskhodro.ir/article/p62-%D9%BE%D8%A7%D8%B1%D8%B3-%D8%AE%D9%88%D8%AF%D8%B1%D9%88-%D8%A7%D8%B2-%D8%A7%D8%A8%D8%AA%D8%AF%D8%A7-%D8%AA%D8%A7%DA%A9%D9%86%D9%88%D9%86-%D8%B5%D9%81%D8%AD%D9%87-3 |archive-url= https://web.archive.org/web/20180304213606/http://www.parskhodro.ir/article/p62-%D9%BE%D8%A7%D8%B1%D8%B3-%D8%AE%D9%88%D8%AF%D8%B1%D9%88-%D8%A7%D8%B2-%D8%A7%D8%A8%D8%AA%D8%AF%D8%A7-%D8%AA%D8%A7%DA%A9%D9%86%D9%88%D9%86-%D8%B5%D9%81%D8%AD%D9%87-3 |archive-date=2018-03-04 |script-title=fa:پارس خودرو از ابتدا تاکنون |trans-title=Pars Khodro's history from the beginning until now |language=fa |publisher=Pars Khodro }}</ref> 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.<ref name=SS03>{{cite journal |ref=SS03 |title=Katalog Samochody Świata 2003 |journal=Samochody Świata |trans-title=World Car Catalogue 2003 |editor-first=Eligiusz |editor-last=Mazur |publisher=Print Shops Prego |location=Warsaw, Poland |page=166 |date=2002 |issn=1234-8198 }}</ref>

;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.<ref name=SAMotor>{{cite journal |ref=SAM1275 |journal=SA Motor |title=Très chic, but économe |page=32 |last=Howard |first=Tony |publisher=Scott Publications |location=Cape Town, South Africa |date=December 1975 }}</ref> The Renault 5 was only available with one engine, the 1.3&nbsp;L unit used in the European R5&nbsp;TS rated at {{convert|49.29|kW|PS hp|1|abbr=on}} SAE.<ref name=SAMotor/> 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.<ref name=SAMotor/>

By 1979, the lineup was restricted to the GTL and the TS, both still with the 1289&nbsp;cc engine but now with {{convert|34|or|46|kW|PS hp|0|abbr=on}} ISO respectively.<ref name="SAM7906" />

;Yugoslavia
IMV from Novo Mesto, SR Slovenia, built several Renault models since 1972, including the Renault 5 for the Yugoslav market.<ref>{{cite web |title=SFRJ četvorotočkaši: Šta su pravili i vozili Jugosloveni? |trans-title=SFRJ four-wheelers: What did the Yugoslavs make and drive? |url= https://ba.n1info.com/auto/a74796-proizvodnja-automobila-u-bivsoj-jugoslaviji/ |publisher=N1 |access-date=8 November 2022 |language=bs-BA |date=23 December 2015}}</ref>

{{clear}}

=={{anchor|Super|2nd|Second|Renault 5}} Second generation (1984–1996)==
{{Infobox automobile
| name = Renault 5
| image = R5 2 v sst.jpg
| caption = Second generation R5, 3-doors
| production = 1984–1996
| assembly = {{ubl |France: Boulogne-Billancourt |France: Dieppe ([[Company:Alpine (automobile)|Alpine]]) |Spain: Palencia |Slovenia: Novo Mesto (Renault Slovenia) }}
| aka = Renault Supercinq<br/>Renault Supercinque<br/>Renault Supercinco
| body_style = 3/5-door [[Engineering:Hatchback|hatchback]]
| layout = FF layout
| engine = {{ubl | 956&nbsp;cc ''C1C'' I4 | 1108&nbsp;cc ''C1E'' I4 | 1237&nbsp;cc ''C1G'' I4 | 1390&nbsp;cc ''C3J'' [[Engineering:Fuel injection|MPFI]] I4 | 1397&nbsp;cc ''C1J/C2J'' I4 | 1397&nbsp;cc ''C1J'' Turbo I4 | 1721&nbsp;cc ''[[Engineering:Renault F-Type engine#F3x|F3N]]'' I4 | 1596&nbsp;cc ''[[Engineering:Renault F-Type engine#F8x|F8M]]'' diesel I4 }}
| transmission = 3-speed automatic<br />4-speed manual<br />5-speed manual
| wheelbase = {{convert|2407|mm|in|1|abbr=on}} (3-door) <br /> {{convert|2467|mm|in|1|abbr=on}} (5-door)
| length = {{convert|3591|mm|in|1|abbr=on}} (3-door) <br /> {{convert|3651|mm|in|1|abbr=on}} (5-door)
| width = {{convert|1584|mm|in|1|abbr=on}}
| height = {{convert|1387|mm|in|1|abbr=on}} (3-door) <br /> {{convert|1397|mm|in|1|abbr=on}} (5-door)
| weight = {{convert|695|-|840|kg|lb|abbr=on}}
| related = [[Engineering:Renault Express|Renault Express]]
| designer = Marcello Gandini
| sp = uk
}}

The second generation R5, marketed as the ''Renault 5'' (or "Superfive"), launched in October 1984 &mdash; within 18 months of [[Company:Ford Motor Company|Ford]], [[Company:General Motors|General Motors]], [[Company:Peugeot|Peugeot]], Fiat and [[Company:Nissan|Nissan]] launching competitors in the supermini sector. It was initially only available with a three-door body, which led to a somewhat slow introduction.<ref name="Mon813">{{cite journal |ref=super |journal=Le Moniteur de l'Automobile |pages=11–12 |title=La Super-SuperCinq |trans-title=The Super-Super 5 |last=Cornaert |first=Jean-Jacques |location=Brussels, Belgium |language=fr |volume=36 |number=813 |date=1985-01-24 |publisher=Editions Auto-Magazine }}</ref> Right-hand drive models for the UK market were launched in January 1985.

Although it closely resembled the first generation car, the bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11); the updated 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 {{convert|57.4|mpgus|L/100 km mpgimp|abbr=on}} at {{convert|90|km/h|0.0|abbr=on}} in the economy models.<ref>{{cite journal|title=Euro hatchback |journal=Popular Science |volume=206 |issue=1 |page=36 |date=January 1985 |url= https://books.google.com/books?id=fgAAAAAAMBAJ&q=Renault+5+drag+coefficient&pg=PA36 |access-date=15 June 2011 }}</ref> The biggest changes were the adoption of a transversely-mounted powertrain from the 9 and 11 and [[Engineering:MacPherson strut|MacPherson strut]] front suspension. The five-door version arrived in May 1985.

[[File:Renault 5 SR Heck.JPG|thumb|Second generation, 5-doors]]

The second generation launched in four trim levels: TC, TL, GTL, and Automatic. The entry-level TC had the 956&nbsp;cc engine (rated at 42&nbsp;bhp), while the TL had the 1108&nbsp;cc engine (rated at 47&nbsp;bhp), and the GTL, Automatic, TS and TSE had the 1397&nbsp;cc engine (rated at {{convert|60|PS|kW hp|0|abbr=on}} for the GTL, {{convert|68|PS|kW hp|0|abbr=on}} for the Automatic, and {{convert|72|PS|kW hp|0|abbr=on}} for the TS and TSE). The TC and TL had four-speed manual gearboxes, while the GTL, TS, and TSE had five-speed manual gearboxes (which were optional on the TL), and the Automatic had a three-speed automatic gearbox. 1987 saw the introduction of the 1721&nbsp;cc F2N engine in the GTX, GTE (F3N), and Baccara (Monaco in some markets, notably the United Kingdom). Diesel versions arrived in November 1985, mostly completing the range.

It was planned to market the vehicle as a [[Engineering:Downsize (automobile)|downsized]] successor, substituting the [[Engineering:AMC Pacer|AMC Pacer]] in the USA, which affected the design of the R5. Within the alliance of Renault and the [[Company:American Motors Corporation|American Motors Corporation]], only its predecessor was marketed in the USA.<ref name="ligo2013">Joe Ligo: [https://www.youtube.com/watch?v=kcl98aBRkD8 ''The Unfortunate History of the AMC Pacer''], 2013</ref>

Renault used the naturally aspirated 1.7&nbsp;L from the Renault 9/11, with multipoint fuel injection, in addition to the sports-orientated 1.4 L turbo. Under the name GTE, it produced {{convert|95|PS|kW hp|0|abbr=on}} with a catalytic converter.<ref name="TV18.87">{{cite journal |ref=BS87 |title=Renault 1988: Busversion - R5 GTE! |trans-title= Hot version - R5 GTE! |language=sv |journal= Teknikens Värld |publisher=Specialtidningsförlaget |location=Stockholm, Sweden |page=11 |date=1987-08-19 |issue=18 |volume=39 |first=Björn |last=Svallner }}</ref> Although not as fast as the turbo model, it featured the same interior and exterior sports appearance, as well as identical suspension and brakes. The Baccara and GTX versions used the 1.7 engine - with the GTX featuring a full leather interior, power steering, electric windows, sunroof, high-specification audio equipment, with available air-conditioning and an onboard computer. The latter was effectively the same but the leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo was again assembled at the [[Company:Alpine (automobile)|Alpine]] plant in Dieppe, where forty cars per day were constructed in 1985.<ref name=Echap/>

In 1990, the R5 was effectively replaced by the [[Engineering:Renault Clio|Clio]], which was a sales success across Europe. Production of the 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&nbsp;L, 1.4&nbsp;L petrol, and 1.6&nbsp;L naturally aspirated diesel engines.<ref name="ReferenceA">Car Mechanics Magazine - January 2011 pp. 42-3</ref>

The GT Turbo, with its turbocharged 1.4 engine and a top speed of more than 120&nbsp;mph, was discontinued in 1991 on the launch of the Clio 16-valve.

A new 1.4&nbsp;L engine with a catalytic converter engine used in the Clio was introduced during December 1992, which also marked the end of the R5 Diesel (retail market commercial fleet models kept this option). The most common variant available after the Clio had been introduced as a minimally equipped model named the R5 Campus until the car's 12-year production ended in 1996. It also marked the end of the R5 designation after nearly 25 years and the discontinuation of numerical model designations for Renault cars that had been in use for much of the company's history.

The Campus sold more strongly in the United Kingdom than elsewhere, because the [[Engineering:Renault Twingo|Renault Twingo]] (which addressed the same market) was only sold in [[Physics:Left- and right-hand traffic|LHD]] form and only in mainland Europe.<ref name="ReferenceA" /> In 2011, it was recommended as one of "Britain's best bangers", by ''Car Mechanics Magazine'' because of the number of inexpensive, low mileage, full-service history, used cars on the market.<ref name="ReferenceA" /> The Campus name was revived in 2005 with the [[Engineering:Renault Clio|Renault Clio]] II.

==={{anchor|GTT|GT Turbo}}Renault 5 GT Turbo===
A "[[Engineering:Hot hatch|hot hatch]]" version, the GT Turbo, was introduced in February 1985. It used a modified four-cylinder, eight-valve Cléon 1397&nbsp;cc engine, a pushrod unit dating back to the 1962 original (in 1108&nbsp;cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere {{convert|850|kg|lb|0|abbr=on}}, and producing {{convert|115|PS|kW hp|0|abbr=on}}, the GT Turbo had an excellent power-to-weight ratio, permitting it to accelerate from a standstill to {{convert|60|mi/h|km/h|0|abbr=on}} in 7.5 seconds.<ref>{{Cite web |title=Driving the classics: Renault 5 GT Turbo review |url= https://www.carmagazine.co.uk/car-reviews/renault/5-turbo/ |access-date=2022-03-28 |work=CAR Magazine |language=en}}</ref>

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 {{convert|43|L|impgal|abbr=out|adj=on}} fuel tank was considered too small for the Turbo and a {{convert|7|L|impgal|abbr=out|adj=on}} supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler.<ref name="Mon813"/> Suspension upgrades also meant that the ride height was lowered by {{convert|38|mm|in|abbr=on}} in front while a new rear "four-bar" suspension, with a {{convert|31|mm|in|abbr=on|adj=on}} wider track, lowered the rear of the car by {{convert|32|mm|in|abbr=on}}.<ref name="Mon813"/> The car's steering, at 3 {{frac|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.<ref name="Mon813"/>

In 1987, the facelifted Phase II was launched.<ref>{{cite journal|url= http://www.evo.co.uk/features/features/227460/renault_5_gt_turbo.html |title=Renault 5 GT Turbo |first=Richard |last=Porter |journal=Evo |date=November 2008 |access-date=15 June 2011 }}</ref> 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 [[Engineering:Ignition system|ignition system]] which permitted it to rev 500 rpm higher. These changes boosted engine output up to over {{convert|120|PS|kW hp|0|abbr=on}}. Externally, the car was revamped, with changes (including new bumpers and arches) that reduced the car's [[Physics:Drag coefficient|drag coefficient]] from 0.36 to 0.35. Giving Phase II a 0–100&nbsp;km/h time of 7.5 seconds.<ref>{{cite web|url= http://www.renault5gtturbo.com/Renault_Literature/raiderp3.jpg |title=Technical Specifications (Renault literature) |website=renault5gtturbo.com |access-date=26 May 2014}}</ref> 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 [[Engineering:Renault Clio|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

{|class="wikitable" style="font-size: 95%;"
|-
! No.
! Event
! Season
! Driver
! Co-driver
! Car
|-
| 1
| {{Flagicon|Ivory Coast}} 21ème Rallye Côte d'Ivoire
| 1989
| {{Flagicon|FRA}} Alain Oreille
| {{Flagicon|FRA}} Gilles Thimonier
| Renault 5 GT Turbo
|}

{{gallery | width = 200 | height = 150
|File:Renault Supercinque GT Turbo MK1.jpg|1985 Renault 5 GT Turbo (pre-facelift)
|File:Renault 5 GT Turbo Raider.jpg|Renault 5 GT Turbo Raider
|File:021R5GTT copie.jpg|Renault 5 GT Turbo in the 2010 Rallye Velay Auvergne (Group N)
|title=}}

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

===Engines===
{|class="wikitable" style="text-align:center; font-size:90%; background-color:#ffffff "
|-style="background:#DCDCDC; font-weight: bold"
| 
| Body work
| Trim
| Model<br />Codes
| Engine<br />Code
| Displacement<br />cm³
| Fuel System
| Max. power<br />CV/at rpm
| Max. torque<br />kgm/at rpm
| Transmission
| Brakes<br />(front / rear)
| Unladen mass<br />(kg)
| Max speedo<br />max km/h
| Acceler.<br />0–100&nbsp;km/h (s)
| Fuel Cons.<br />(l/100&nbsp;km)
| Years of<br />production
|-
! colspan=16 style="background:#e8e8e8" | ''Petrol''
|-
|rowspan="3"|'''1.0'''<sup>1</sup>||rowspan="2"|3 door||''C'', ''TC''||C400||rowspan="3"|C1C||rowspan="3"|956||rowspan="10"|[[Engineering:Carburetor|Carburetor]]<br />single barrel||rowspan="3"|42/5750||rowspan="3"|63/3000||rowspan="7"|4 sp. manual|| rowspan="10" |[[Engineering:Disc brake|D]]/[[Engineering:Drum brake|DR]]||rowspan="2"|695||rowspan="3"|137||rowspan="3"|19"3||rowspan="3"|6.1||02/1985-07/1987
|-
|''C Société''||S400||02/1985-05/1987
|-
|5 door||''TC''||B400||710||02/1985-07/1987
|-
|rowspan="7"|'''1.1'''||rowspan="3"|3 door||''L''||rowspan="3"|C401||rowspan="7"|C1E||rowspan="7"|1108||rowspan="7"|47/5250||rowspan="7"|79/2500||rowspan="3"|695||rowspan="7"|143||rowspan="7"|16"||rowspan="4"|5.5||09/1984-07/1986
|-
|''TL''||09/1984-05/1985
|-
|rowspan="2"|''GL'', ''GL Société''||rowspan="3"|02/1985-07/1987
|-
|5 door||B401||710
|-
|rowspan="3"|3 / 5 door||''GTL''||rowspan="3"|C401 / B401||5 sp. manual||750||5.2
|-
|''Five''||rowspan="2"|4 sp. manual
| rowspan="2" |695||rowspan="2"|5.5||07/1987-01/1993
|-
|''SL''||07/1987-07/1990
|-
|rowspan="2"|'''1.2'''||rowspan="2"|3 / 5 door||''SR''||rowspan="2"|C40F / B40F||rowspan="2"|C1G||rowspan="2"|1237||rowspan="2"|Carburetor<br />single barrel||rowspan="2"|55/5250||rowspan="2"|88/3000||rowspan="2"|4 sp. manual - 5 sp. manual (GTR)|| rowspan="2" |D/DR||rowspan="2"|745||rowspan="2"|155||rowspan="2"| - ||rowspan="2"|5.9||07/1987-07/1989
|-
|''TR'' / ''GTR''||07/1987-07/1990
|-
|rowspan="9"|'''1.4'''||rowspan="5"|3 / 5 door||''Five'' / ''Saga''||C407 / B407||C3J||1390||Electronic<br />[[Engineering:Fuel injection|injection]]||60/4750||100/3000||rowspan="2"|5 sp. manual
| rowspan="7" |D/DR||rowspan="2"|750||rowspan="2"|158|| - ||6.8||02/1993-03/1996
|-
|''GTL''||C402 / B402||C1J||rowspan="8"|1397||Carburetor<br />single barrel||60/5250||102/2500||14"||5.9||09/1984-07/1987
|-
|''Automatic''||rowspan="3"|C403 / B403||rowspan="5"|C2J||rowspan="7"|Carburetor<br />Double barrel ||68/5250||rowspan="5"|104/3500||3 sp. Automatic||800||154||16"5||6.8||02/1985-07/1991
|-
|rowspan="2"|''GTS''||72/5750|| rowspan="9" |5 sp. manual
| rowspan="2" |765||167||11"5||6.6||09/1984-07/1987
|-
|68/5250||165|| - ||6.1||07/1987-07/1990
|-
|rowspan="4"|3 door||''TS''||rowspan="2"|C403||rowspan="2"|72/5750||rowspan="2"|750||rowspan="2"|167||rowspan="2"|11"5||rowspan="2"|6.6||02/1985-07/1987
|-
|''TSE''||09/1984-07/1987
|-
|rowspan="2"|''GT Turbo''||rowspan="2"|C405||rowspan="2"|C1J||115/5750||165/3000||rowspan="2"|D/D||rowspan="2"|830||201||rowspan="2"|7"6||rowspan="2"|7.4||02/1985-07/1987
|-
|120/5750||165/3750||204||07/1987-07/1991
|-
|rowspan="3"|'''Supercinque 1.7'''||3 door||''Baccara''||C40G||rowspan="2"|[[Engineering:Renault F-Type engine|F2N]]||rowspan="3"|1721||rowspan="2"|Carburetor||rowspan="2"|90/5500||rowspan="2"|135/3500|| rowspan="3" |D/DR||rowspan="3"|870||rowspan="2"|180||rowspan="2"|10"||rowspan="2"|6.6||rowspan="3"|07/1987-07/1990
|-
|3 / 5 door||''GTX''||C40G / B40G
|-
|3 door||''GTE'',<br/>''Baccara'',<br/>''GTX''||C40G||[[Engineering:Renault F-Type engine|F3N]]||Electronic<br/>injection||95/5250||143/3000||185||9"3||7.9
|-
! colspan=16 style="background:#e8e8e8" | ''Diesel''
|-
|rowspan="2"|'''Diesel'''||rowspan="2"|3 / 5 door||''D'', ''TD'', ''Five D'', ''SD'', ''GTD''||C404 / B404||rowspan="2"|[[Engineering:Renault F-Type engine|F8M]]||rowspan="2"|1595||rowspan="2"|Diesel Aspirated <br />indirect injection||rowspan="2"|55/4800||rowspan="2"|100/2250||rowspan="2"|5 sp. manual
| rowspan="2" |D/DR||rowspan="2"|815||rowspan="2"|150||rowspan="2"|16"5||rowspan="2"|5.1||rowspan="2"|11/1985-07/1990
|-
|''D Société'', ''TD Société''||S405
|-
|style="text-align:left; font-size:95%;" colspan="16"|'''Note:'''<br /><sup>1</sup>Available for the Italian market also in the ''Campus'', ''Five'' and ''SC''
|}

===Renault Express===
{{main|Engineering:Renault Express}}
[[File:Renault ExpressB.jpg|thumb|right|The Renault Express, a panel van version of the second generation Renault 5]]

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

===EBS convertible===
[[File:5gtturb19.jpg|thumb|right|GT Turbo EBS convertible]]
In 1989, the Belgian company EBS produced [[Engineering:Convertible|convertible]] versions of the Renault 5 (1,400 in total), almost all of which were left-hand drive.<ref>{{cite web |url= http://www.r5gordini.co.uk/mediawiki/index.php?title=EBS_Renault_5_Convertible |title=EBS Renault 5 Convertible |publisher=Renault 5 Wiki |access-date=15 June 2011 |url-status=dead |archive-url= https://web.archive.org/web/20110728104812/http://www.r5gordini.co.uk/mediawiki/index.php?title=EBS_Renault_5_Convertible |archive-date=28 July 2011 }}</ref> A total of 14 of the 1,400 cars produced were based on the right-hand drive GT Turbo Phase II.

==Revival==
[[File:IAA 2021, Munich (IAA10446).jpg|thumb|alt=Renault 5 EV concept at IAA Mobility 2021|Renault 5 EV concept at IAA Mobility 2021]]

The Renault 5 nameplate is to return as an [[Engineering:Electric vehicle|electric-powered]] hatchback bearing design cues inspired by the original design and the [[Engineering:Renault 5 Turbo|Renault 5 Turbo]]. An [[Company:Automobiles Alpine|Alpine]] version is said to be in development as well.<ref>{{cite web|url= https://www.hagerty.com/media/news/5-alive-renault-brings-back-its-city-slicker/ |last=Berg |first=Nik |title=5 alive: Renault brings back its city slicker |date=15 January 2021 |work=Hagerty |access-date=16 January 2021}}</ref>

{{clear}}

==Production==
Overall production of the Renault 5 and all its variants: 9,017,276 units, comprising:
* Renault 5 French (1972-1985): 5,276,630
* Iranian R5 (1987-1992): 49,270
* R5 Turbo (1980-1986): 4987<ref>{{cite web |url= http://www.renault-5.net/production.htm | title=Les chiffres de la production: Tout sur la Renault 5 }}</ref>
* R5 Maxi (1985-1986): 154
* R5 society (1975-1984): 218,795
* Siete (Spanish R5 4-door) (1974-1982): 30,790 (some sites show production between 159,000 and 160,000<ref>{{cite web |url= http://www.renault-5.net/siete.htm | title=La Siete ou R7: Tout sur la Renault 5 }}</ref>)
* Supercinq (1984-1996) 3,436,650

{| class="wikitable sortable"
|+ Renault 5 Production (not including Supercinq)<ref>{{cite web |url= http://www.renault-5.net/production.htm | title=Les chiffres de la production: Tout sur la Renault 5 }}</ref>
|-
! Year !! All R5 except Societé & Turbo !! Societé (van) !! 5 Turbo !! 5 Maxi !! R7
|-
| 1971-2 || 126376 || || || || 
|-
| 1973 || 249135 || || || || 
|-
| 1974 || 345499 || || || || 5600
|-
| 1975 || 339609 || 929 || || 28 || 200
|-
| 1976 || 408856 || 14018 || || 27|| 207
|-
| 1977 || 442905 || 19216 || || 30 || 322
|-
| 1978 || 444118 || 16429 || || 27 || 269
|-
| 1979 || 469815 || 19040 || || 22 || 939
|-
| 1980 || 666026 || 30369 || 804 || || 14334
|-
| 1981 || 587145 || 31755 || 571 || || 6513
|-
| 1982 || 496332 || 32644 || 445 || || 2406
|-
| 1983 || 423047 || 33612 || 1345 || ||
|-
| 1984 || 241851 || 20783 || 1497 || ||
|-
| 1985 || 25395 || || 182 || ||
|-
| 1986 || 10521 || || 143 || 20 ||
|-
| 1987 || 2947 || || || ||
|-
| 1988 || 6000 || || || ||
|-
| 1989 || 3500 || || || ||
|-
| 1990 || 7645 || || || ||
|-
| 1991 || 19831 || || || ||
|-
| 1992 || 9347 || || || ||
|}

== References ==
{{reflist}}
* {{cite book |last1=Covello |first1=Mike |last2=Flammang |first2=James M. |title=Standard Catalog of Imported Cars 1946-2002 |publisher=Krause Publications |year=2002 |isbn=978-0-87341-605-4}}

==External links==
* [http://www.autocar.co.uk/CarReviews/RoadTestsHistory/Renault-5-GT-Turbo/231054/ "Road Test - Renault 5 GT Turbo" Autocar (UK) magazine, 26 March 1986]
* [http://www.renault-5.net/ Renault 5 details] {{in lang|fr|en|es}}
* [http://www.r5gordini.co.uk/ First-generation Renault 5s]
* [http://www.renaultsportclub.co.uk/ RenaultSportClub - Anything from R5 Alpine to R.S. Clio 220T Trophy]

{{Early Renault vehicles}}
{{Renault}}

[[Category:Front-wheel-drive vehicles]]
[[Category:Subcompact cars]]
[[Category:Touring cars]]

{{Sourceattribution|Renault 5}}