As far as I know, this were the only cars like this. Doesn’t roll understeer have a desirable, stabilizing effect? A beam axle, though, keeps the wheels more parallel to the ground, rather than to the body, meaning cars so equipped are more stable at the limit. The same can be said about just about anything from Europe at that time: Fiat 128SL, 128 3P, 124 coupe and spyder, and X1/9, any water cooled VW, Renault 17 Gordini. 8,00 EUR. Opening that sunroof cooled off my car faster than any A/C could and the sunroof added headroom. You’ll still have same the joy of no over-the-counter parts availability as you would with US-model R5s, but at least it’ll be with a more unique version. The 5 was more fun to drive, and despite the soft suspension and body roll (or maybe because of it), it felt like a quality car. Of course, the cars were obviously not perfect, and their engines dangerously overmatched by freeway speeds. That was it. Ive seen one or two of these I guess they were sold here though in numbers of I have no idea other French brands are more common, I drive one so I notice them. A lot of the Japanese B- and C-segment cars could have taken a lesson there, as could the Mk1 Fiesta, which was reasonably nimble, but also rather stiff. Sadly, Michel Boué never saw his dream go into production, as he passed away from cancer before the 5’s launch. I’ve often thought that with this engine setup Renault used on their early FWD cars, they could accurately be called mid-engined, as the engine weight is entirely within the wheelbase. A portion of the failure of the Alliance and Encore was also put on poor dealer shops. Renault didn’t really get with the program until the introduction of the R14 in 76, which begs the question, why didn’t Renault bring in the 14, instead of the 5? The last time I darkened their door was for new front brakes. Wasn’t long before the Hyundai Pony succeeded the Yugo / Lada etc in that category. 1978: Introduction of the R5 Automatic, similar to R5 GTL, but with 1289cc (55bhp) engine, 3-speed automatic transmission, vinyl roof and front seats from TS. DESPIECE DE RENAULT R 5 GTL 1979. Even the British magazines thought the consumer-grade Peugeot 205 and the later Renault Supercinq were pretty much the gold standard for a comfortable ride and agile handling. Only the Japanese really put the rest on the trailer, and even they struggled with rust issues. Question, Mine was probably a 1978. With transverse torsion bars, the layout infringes very little on trunk space and allows a lot of wheel travel so the ride doesn’t get choppy. The magazine is published four times a year. This was one of the limited-edition Black Beauty cars, complete with plaque on the dash giving its number in the limited production run (217 out of 400, if I recall). Not a good car for American highways. Even Rabbits and Sciroccos had quality problems early on. I’d never heard of a Renault 5 sedan, it looks very odd. After a while I needed a larger car so I traded her in on a Renault 18i sedan. The 7 or ‘Siete’ was only made in Spain by FASA Renault. $75.00. Some of us wondered if Europeans simply expected less from their cars in terms of quality and reliability but looking back at the Pintos, Vegas, Gremlins, and even the Escorts and Chevettes that succeeded them, were they really any worse than the competition? This is a great little car, very comfy, especially with the GTL and higher trim seats (unfortunatly, my driver’s one is broken, so have to deal with the base low-back seat … pic attached is after repair and before it broke again), with plenty of room when back-seat is folded. Quickly, and totally, the 5 became the fashionable small car to have, with advertising like this only reinforcing the image. Regardng rust, I worked in the auto body trades in the Northeast USA in the ’70’s and R5 suffered no more or less thah other cars and trucks of the era, domestic or imported. The key conceptual differences between Mini and the Italian duo involved their hatchbacks, increased rear passenger and boot space, and their gearboxes, which were mounted on the end of the transverse engine, rather than underneath, as on the Issigonis cars. These completely new cars shared much with their Renault 9 and 11 (Alliance and Encore) siblings, including their transverse engines and MacPherson struts. “Wish I still had mine” at 6,000 r.p.m. The rear fenders above the wheels were completly gone and I couldn’t see what was holding the front fenders on as they were completely rusted through in front of the doors and along the hood. If only Toyota had built this. The GTL engine gives 42 b.h.p. the car isn’t safe to drive!! Those cars were (and still are) really reliable, except for a few details like shift stick guidance (good solution is to modify it with uniball links) and, as most cars of that time, rust … http://www.autosavant.com/2008/03/29/renault-le-car-lives-on%E2%80%A6in-iran/. For comparison’s sake, Issigonis’s Mini was 120 inches long on a 80-inch wheelbase; the Autobianchi was 127 inches long on an 80-inch wheelbase; the Fiat, 142 inches long on an 87-inch wheelbase; and the Renault, 139 inches long on a 95-inch wheelbase. The only real problem these cars had was the bad rust proofing, that is, till the early eighties. When I was still very young they were an alternative to the beetle and for that reason are linked with them in my mind. We did go to the ER that night, but we weren’t there very long. Of course proximity to Quebec province and plenty of French descent Vermonters probably had something to do with it (plus you could still buy a new French car back then). Otherwise, the car was left untouched: the simple, elegant and thoroughly clean and fuss-free lines remained modern throughout its long life. With a headwind, it topped out at 55. This led to picking up an electric-blue 1987 (D-reg, if I remember correctly) R5 GT Turbo while at University in the UK. 0.8 L (845 cc) 8-valve I4; 36 bhp (26 kW); top speed: 120 km/h, 1.1 L (1108 cc) 8-valve I4; 45 bhp (33 kW); top speed: 135 km/h, 1.3 L (1289 cc) 8-valve I4; 55 bhp (40 kW); top speed: 140 km/h (automatic), 1.3 L (1289 cc) 8-valve I4; 64 bhp (46 kW); top speed: 151 km/h, 1.4 L (1397 cc) 8-valve I4; 63 bhp (46 kW); top speed: 142 km/h (automatic), 1.4 L (1397 cc) 8-valve I4; 93 bhp (67 kW); top speed: 175 km/h; 0-100 km/h: 8.9 s, 1.4 L (1397 cc) turbo 8-valve I4; 110 bhp (81 kW); top speed: 185 km/h; 0-100 km/h: 9.1 s, 1.4 L (1397 cc) turbo 8-valve I4; 160 bhp (118 kW); top speed: 201 km/h; 0-100 km/h: 6.9 s. January 1972: Introduction of the Renault 5 in L and TL forms. This unit produces power and torque figures of 45 bhp (45.6 PS/33.6 kW) at 4400 rpm and 84 Nm (62 lbft/8.6 kgm) at 2000 rpm respectively. Drivability, thanks to the manual choke Weber, was vastly better than the cold blooded Fords of the day, whose choke would come off way too soon, leaving the cars sputtering and stumbling until throughly warmed up. It’s a gray import R5 Turbo 2. You bet it was. Cinq works well. Then the writeup guy says “see? A "hot hatch" version, the GT Turbo, was a car beloved of boy racers through the 1980s and 90s. I’ll always remember the day my wife and I took her 6’4 brother and 6’2 girlfriend out to see some covered bridges. It has a 37 kW-50 hp 1,037 cc engine. 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 Volvo V70, but this was not to be. That one was totalled when I’d had it for just a few weeks. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts. The car was great fun in a lot of ways, but it just didn’t hold up after very many salty Midwestern winters. The rear seat also folded down, making the 5 a surprisingly practical load carrier, as well as a comfortable way to carry four people. Turning on the defroster after the engine was warm would draw snow from the plenum, melt it in the heater core, then blow the water onto the windshield, where it promptly froze. For the last two years, it was also fortified with a turbocharger, giving it 110 horsepower and a 110 mph top speed. Sporting 115PS (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. Like they made a little sedan from two different cars. I became familiar with the Renault 5 in the late ’80s during a family trip to Iran, where they were extremely popular from the late ’70s until the late ’90s. Interesting, still the Le Car was the only car that I have seen in person with only three wheel nuts. The lights remained at a more conventional level. That was in 1968, before the A112 and 127 were available. I have seen that very same car and even have pictures of it. Now that I am into a longer-term resto-mod of an 80s Japanese car I can’t see me getting one any time soon, more’s the pity. I even remember a magazine ad for the Renault 5 that mentioned a police department somewhere in Washington state that used them due to their economy (which of course was a big deal during the fuel crisis and high inflation rate in the US at the time). This article is licensed under the GNU Free Documentation License. The four-door is so-so, but the saloon just doesn’t work from a visual standpoint. Other versions of the first car included the Renault 5 Alpine (Gordini in the United Kingdom), Alpine/Gordini Turbo, and a four-door sedan version was called the Renault 7 and built by FASA-Renault of Spain. 1980: 5-door TL, GTL and Automatic models arrive. The featured cars are both post 1979 5-door models, and remained in daily use in southwest France as of last summer. Renault 5 Tl (man. Later, Renault offered a 1400cc version and also an optional automatic gearbox. Renault 1979 – Type R14 TL, GTL, TS 7/57 CV – 1.218 cm3 14 TS : nouvelle version, Boucliers de couleur anthracite et plus larges Calandre aux ailettes inclinées et garnie d’un logo TS Stripping latéral sur les ailes avant visant à réduire l’épaisseur de la silhouette Sièges avant de type « pétale » I presently have 2 R5, a 1980 US spec 3 door and a 1986 Canadian spec 3 door. Information sur d'autres modèles de Renault, munis de moteurs atteignant la même ou proche puissance maximale. The Alpine/Gordini was gone for 1985, when the original 5 was replaced by what was promoted as the Supercinq (Super 5) by Renault. The front end treatment of the early US-market Le Car was awful with big black bumpers and round headlights stuck into holes obviously meant for rectangular lights. The Ford Festiva (Mazda 121)maybe? Like most Americans, I knew this as the LeCar. Your email address will not be published. I was a kid when this cars came over here but what I always found curious about them was the wheels. Many of the European makers didn’t do so well, particularly the French and Italians. 04/1984, 20.028km, essence, mecanique, cylindrée: 1108 cm3 nb. The first series interior is, to me at least, a wonderful example of 1970s style, with an original treatment of the dash facing, a simple instrument package cut into it, and a large window area giving plenty of light and visibility. 1 picture & information @ NetCarShow.com.

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