The Renault 5 is a supermini car produced by the French manufacturer Renault from 1972 to 1996 over two generations. It is a hatchback with either three or five doors and seating for five passengers. The first generation (also known as the R5 or Le Car), which was made from 1972 to 1985, has a front mid-engine, front-wheel-drive layout. The second generation (also known as the Super 5 or Supercinq), which was produced from 1984 to 1996, has a front-engine, front-wheel-drive layout.
The R5 was marketed in the United States and Canada as Le Car, from 1976 until 1983.[1] Renault marketed a four-door saloon car variant, the Renault 7, manufactured from 1974 until 1984 in Spain by Renault's subsidiary FASA-Renault[2] and exported to select markets.
The Renault 5 became the best-selling car in France from 1972 until 1986,[3] with a total production exceeding 5.5 million over 14 years, making it France's most popular car.[4]
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.[8][9]
The Renault 5 was styled by Michel Boué,[10] who designed the car in his spare time, outside of his regular duties.[10] 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 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 Fiat Punto and Volvo 850 estate, but the lights remained at a more conventional level.
It was launched onto the right-hand drive U.K. market in the autumn of 1972, where alongside the recently launched Fiat 127 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.
Boué died of cancer at the end of 1972, just a few months after the car he designed was launched.[11]
The R5 borrowed mechanicals from the successful 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 Renault 8. At the car's launch, the 782 cc and 956 cc versions were available depending on the model level. A "5TS/5LS" with the 1,289 cc engine from the Renault 12 was added from April 1974. As on the Renault 4, entry-level Renault 5s had their engine sizes increased to 845 cc in 1976, and at the top of the range, later models included the 1,397 cc version.
It was one of the first modern superminis, which capitalized on the new hatchback layout which Renault had pioneered on its 1961 Renault 4, and had expanded to its mid-range Renault 16 of 1965. The R5 was launched a year after the Datsun 100A arrived in the UK; and after the initial, booted fastback version of the Fiat 127 (during the year, the 127 became available with a hatchback). However, the R5 was launched three years before the Volkswagen Polo and Vauxhall Chevette, and 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 1970s, but the end product - the Austin Metro - was not launched until 1980. It was also introduced six months before the Honda Civic, which appeared later in July 1972, and one year before the Toyota Starlet.
Sales in Japan began in 1976, when both the two-door and four-door were available at Capital Car Dealerships.[12] It was called the "Renault Go" because that is the Japanese word for "five". While initially 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 monocoque structure.[8] The approach had by then become mainstream among many European automakers, but represented an advance on the mechanically similar Renault 4 and Renault 6, both of which used a separate platform. The monocoque structure reduced the car's weight, but required investment in new production processes.
First generation, three doorFirst generation, five doors: the five-door hatchback was added to the range in July 1979The 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 included the same 782 cc engine as the Renault 4 and drum brakes on all four wheels. In 1972, it was priced in France at below 10,000 francs.[8] 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 cc "Renault 5TL" along with features as an alternator and reclining backrests for the front seats.[8] From outside, the "TL" was differentiated from the "L" by a thin chrome strip below the doors.[8]
The early production R5 used a dashboard-mounted gearshift 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 cc engine, was added in early 1978. At the time, automatic cars usually represented just under five percent of the Renault 5 production.[13] 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 fiberglass) bumpers, which came from a specialist Renault factory at Dreux.[8] These covered a larger area of potential contact than conventional car bumpers of the time and survived low-speed parking shunts without permanently distorting.[8] This helped the car gain a reputation as an "outstanding city car," [8] 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" compared to other modern, small European cars.[14] The Renault 5 body's drag coefficient was only 0.37 (with most European cars going up to 0.45).[15]
Other versions of the first generation included the four-door saloon version called the Renault 7 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.[16] The three-speed automatic transmission model, which received equipment similar to the R5 GTL, but with a 1,289 cc engine rated at 55 bhp (41 kW; 56 PS), a vinyl roof, and the TS' front seats, and also became available with five-door bodywork. In March 1981, the automatic received the 1.4 L engine that increased performance and fuel economy.[13]
The Renault 5 Alpine was one of the first 'hot hatches' launched in 1976 – two months before the original Volkswagen Golf GTi. The right-hand drive 5 Alpine was shown at the British Motor Show in 1978, with sales from 4 April 1979 in the U.K. – but as the Renault 5 Gordini, because Chrysler Europe already had the rights to the name "Alpine" in the U.K. They had just used it on the Chrysler Alpine, the U.K. badged RHD Simca 1307, introduced at that time. It was months before the 1976 VW Golf GTi right-hand drive, which took Volkswagen three years to convert to RHD.
Use of the name Gordini came from Amédée Gordini, a French car tuner with links with Renault and previous sporting models, such as the Renault 8. Those cars and the Alpine Turbo models were assembled at Alpine's Dieppe factory beginning in 1975.[6] The U.K. launch price was £4,149 – nearly a third more than the previous top model, the 5 TS, at £3,187 – showing the considerable changes to the car, over the 64 PS (63 hp; 47 kW) 5 TS, which could not reach 161 km/h (100 mph), compared to the 93 PS (92 hp; 68 kW) Gordini, which could reach 177 km/h (110 mph).
The 1.4 L (1397 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 93 PS (68 kW; 92 hp), twice as much as a standard 1.1 L (1108 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.[17] 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 110 mph (177 km/h) and tested in the July 1979 issue of UK magazine Car, it achieved a top speed of 110 mph (177 km/h) and 0-60 mph (97 km/h) in 9.7 seconds. The UK car magazine Motor road test figures quoted top speed of 104.7 mph (168.5 km/h) and 0-60 mph (97 km/h) in 9.7 seconds.[18]
The Renault 5 Alpine Turbo was launched in 1982 as an upgraded successor to the naturally aspirated Alpine.[19] 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 179.9 km/h (111.8 mph), 0 to 97 kilometres per hour (0 to 60 mph) in 8.7 seconds), they were critical of its high price as it was £2 more than the larger Ford Escort XR3.[20]
The 1.4 L (1,397 cc) engine in the Alpine/Gordini Turbo had a single Garrett T3 turbocharger, increasing the power output to 110 bhp (82 kW; 112 PS).[21] Sales continued until 1984 when the second generation Renault 5 was launched, and the release of the Renault 5 GT Turbo in 1985.
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 usually 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 newton-metres (163 lb⋅ft) at 3250 rpm.[22]
Renault had about 250 dealerships in the United States.[23] 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 vehicle for the following year as "Le Car."[23][24] The new marketing campaign stressed the car's sporty character and successful European competition history.[23]
Renault formed an alliance in January 1979, allowing Renault cars to be sold and serviced by American Motors Corporation (AMC) dealers. The automaker 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".[25]
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.[26] 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 (6.7 L/100 km; 42 mpg‑imp) highway and 28 mpg‑US (8.4 L/100 km; 34 mpg‑imp) city] as well as its smooth-running engine.[27] 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.[28]
The U.S. version featured a desmogged 1289 cc inline-four engine rated at 60 hp (45 kW).[29] In 1977, it dominated the Sports Car Club of America "Showroom Stock Class C" class.[30][31] Ever tightening emissions legislation meant that power was down to 51 hp (38 kW) by 1980.[32]
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, grille, and 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.[33] Although the Le Car did not see popularity in the U.S., it sold reasonably well in Canada.[34] Imports from France continued through 1983, when the car was replaced by the Kenosha, Wisconsin—built Renault 11-based Renault Alliance. Sales in Canada continued until 1986, two years after the second generation Renault 5 (known as the Supercinq or Superfive) had replaced it in the European market. Despite the 'Le Car' brand being created specifically for the North American market, Renault later applied the name to special edition versions of the Renault 5 in Europe from 1979 onward.
The Le Car was used as a law enforcement vehicle. The La Conner, Washington, police department acquired three of the vehicles for its fleet in the late-1970s. Because they were early adopters, Renault advertised Le Car's versatility in a full-page ad illustrating its use by the department.[35] The chief of police, Russ Anderson, was quoted "Gas is killing us. With Le Car, we were able to decrease our budget and increase our mobility."[36] Another small town, Ogunquit, Maine, used five Renault 5s as their police cars in the late 1970s and early 1980s.[37][38]
Heuliez built and sold van conversions as Le Car Van. The rear side panels were replaced with plastic panels incorporating a round porthole window and a new liftgate featuring a smaller window. 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.[39]
Lectric Leopard (1979)
U.S. Electricar, based in Athol, Massachusetts, performed electric vehicle conversions on the Renault Le Car, installing sixteen six-volt lead-acid batteries, providing a modest range of 60 km (37 mi).[40][41]: 247–250 In 1978, the converted cars were rebranded "Lectric Leopard" and marketed to government agencies.[42]
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.[43] 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 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 cc engine from the R5 TS (rated at 42 bhp (31 kW; 43 PS), 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 featured opening rear quarter side windows and the R5 L included the new 845 cc engine.
January 1978: Introduction of the R5 automatic, essentially a GTL with a three-speed automatic transmission and some features from the TS.
1980: Five-door TL, GTL, and automatic models arrive
1982: Introduction of the R5 TX and the 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.
B1B 0.8 L (845 cc or 51.6 cu in) 8-valve I4; 37 PS (27 kW; 36 hp); top speed: 126 km/h (78 mph); 0–100 km/h (62 mph): 22.3 s[44]
C1C (689) 1.0 L (956 cc or 58.3 cu in) 8-valve I4; 42 PS (31 kW; 41 hp); top speed: 130 km/h (81 mph) also with 44 PS (32 kW; 43 hp); top speed: 135 km/h (84 mph)[45]
Renault 5 Turbo rally car
C1E (688) 1.1 L (1,108 cc or 67.6 cu in) 8-valve I4; 45 PS (33 kW; 44 hp); top speed: 136 km/h (85 mph); 0–100 km/h (62 mph): 21.4 s[44]
810 1.3 L (1,289 cc or 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 or 78.7 cu in) 8-valve I4; 64 PS (47 kW; 63 hp); top speed: 154 km/h (96 mph); 0–100 km/h (62 mph): 15.6 s[44]
C1J (847) 1.4 L (1,397 cc or 85.3 cu in) 8-valve I4; 63 PS (46 kW; 62 hp); top speed: 142 km/h (88 mph); 0–100 km/h (62 mph): 21.4 s (automatic)[44]
C6J 1.4 L (1,397 cc or 85.3 cu in) turbo 8-valve I4; 110 PS (81 kW; 108 hp); top speed: 185 km/h (115 mph); 0–100 km/h (62 mph): 9.1 s[44]
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[46][47]
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.[48]
In 1978, a rally Group 4 (later Group B) version was introduced. It was named the 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 vehicles that were faster on dirt; however, the Renault remained among the fastest of its era on paved roads.
The original Renault 5 continued to be produced in Iran by SAIPA, then by Pars Khodro (a SAIPA subsidiary), as the Sepand. In 2001, the 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.[49] 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.[50]
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.[51] The Renault 5 was only available with one engine, the 1.3 L unit used in the European R5 TS rated at 49.29 kW (67.0 PS; 66.1 hp) SAE.[51] 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, more sound deadening, and other comfort details. The LSS also included a central console and a full-length fabric sunroof. Many extras used in Europe, such as a rear window wiper and a tachometer, were unavailable 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.[51]
By 1979, the lineup was restricted to the GTL and the TS, both still with the 1289 cc engine but now with 34 or 46 kW (46 or 63 PS; 46 or 62 hp) ISO respectively.[17]
Yugoslavia
IMV from Novo Mesto, SR Slovenia, built several Renault models since 1972, including the Renault 5 for the Yugoslav market.[52]
The second generation R5, marketed as the Renault 5 (or Supercinq, Superfive), launched in October 1984 — within 18 months of Ford, General Motors, Peugeot, Fiat and Nissan launching competitors in the supermini sector. Initially, It was only available with a three-door body, leading to a somewhat slow introduction.[53] 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 bigger Renault 9 and 11 models); the 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 of (0.35), as well as 4.10 L/100 km; 68.9 mpg‑imp (57.4 mpg‑US) at 90 km/h (56 mph) in the economy models.[54] The most significant changes were the adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The five-door version arrived in May 1985.
Second generation R5, 3-doors (post-facelift)Second generation, 5-doors (pre-facelift)
The second generation launched in four trim levels: TC, TL, GTL, and Automatic. The entry-level TC had the 956 cc engine of ((31 kW (42 bhp), while the TL had the 1108 cc engine of (35 kW (47 bhp), and the GTL, Automatic, TS and TSE had the 1397 cc engine (rated at 44 kW; 59 hp (60 PS) for the GTL, 50 kW; 67 hp (68 PS) for the Automatic, and 53 kW; 71 hp (72 PS) 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 (optional on the TL), and the Automatic had a three-speed automatic gearbox. 1987 saw the introduction of the 1721 cc F2N engine in the GTX, GTE (F3N), and in July also in the luxurious Baccara . The Baccara was sold as the Monaco in the United Kingdom, as the "Exclusiv" in Germany, and as the "Limited" in Italy. Italian buyers also had the option of the 1.4 engine in the top version, whereas only the 1.7 was available elsewhere.[55] Diesel versions arrived in November 1985, mostly completing the range.
It was planned to market the vehicle as a downsized successor, substituting the AMC Pacer in the United States, which affected the design of the R5. Within the alliance of Renault and the American Motors Corporation, only its predecessor was marketed in the U.S.[56]
Renault used the naturally aspirated 1.7 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 70 kW; 94 hp (95 PS) with a catalytic converter.[57] 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 Alpine plant in Dieppe, where forty cars per day were constructed in 1985.[6]
In 1990, the R5 was effectively replaced by the Clio, which was a sales success across Europe. Production of the R5 was transferred to the Revoz factory in Yugoslavia (since 1992 called Slovenia) when the Clio was launched. It remained on sale with only the 1.1 L, 1.4 L petrol, and 1.6 L naturally aspirated diesel engines.[58]
The GT Turbo, with its turbocharged 1.4 engine and a top speed of more than 190 km/h (120 mph), was discontinued in 1991 on the launch of the Clio 16-valve.
A new 1.4 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 used for much of the company's history.
The Campus sold more strongly in the United Kingdom than elsewhere, because the Renault Twingo (which addressed the same market) was only sold in LHD and exclusively in mainland Europe.[58] 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, and used cars on the market.[58] The Campus name was revived in 2005 with the Renault Clio II.
A "hot hatch" version, the GT Turbo, was introduced in February 1985. It used a modified four-cylinder, eight-valve Cléon 1397 cc engine, a pushrod unit dating back to the 1962 original (in 1108 cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere 850 kg (1,874 lb), and producing 85 kW; 113 hp (115 PS), the GT Turbo had an excellent power-to-weight ratio, permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds.[59]
It came with plastic side skirts to differentiate it from the standard 5. 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 43-litre (9.5 imp gal) fuel tank was considered too small for the Turbo, and a 7-litre (1.5 imp gal) supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler.[53] Suspension upgrades also meant that the ride height was lowered by 38 mm (1.5 in) in front while a new rear "four-bar" suspension, with a 31 mm (1.2 in) wider track, lowered the rear of the car by 32 mm (1.3 in).[53] The car's steering, at 3 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.[53]
In 1987, the facelifted Phase II was launched.[60] 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 ignition system which permitted it to rev 500 rpm higher. These changes boosted engine output to over 88 kW; 118 hp (120 PS). Externally, the car was revamped, with changes (including new bumpers and arches) that reduced the car's drag coefficient from 0.36 to 0.35—giving Phase II a 0–100 km/h time of 7.5 seconds.[61] 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 and superseded by the Clio 16V and the Clio Williams.
The Renault 5 GT Turbo's 1989 Rallye Côte d'Ivoire victory remains the only overall WRC victory for a Group N car.
Note: 1For the Italian market, also available in the Campus, Five, and SC 2For the Italian market, also available in the Limited (local name for the Baccara/Monaco)
The Renault Express, a panel van version of the second generation Renault 5
The second-generation R5 also included a panel van version known as the Renault Express. It was commercialized in some European countries, such as the Renault Extra (the UK and Ireland) or Renault Rapid (mainly German speaking countries). This car was intended to replace the R4 F6 panel van, which had ceased production in 1986.
In 1989, the Belgian company EBS produced convertible versions of the Renault 5 (1,400 in total), almost all of which were left-hand drive.[62] A total of 14 of the 1,400 cars produced were based on the right-hand drive GT Turbo Phase II.
The Renault 5 nameplate returned in February 2024 as an electric-powered hatchback bearing design cues inspired by the original design and the Renault 5 Turbo. An Alpine version is said to be in development as well.[63]
The Renault 5 E-tech has won the European Car of the Year award in 2025.
^ abcBarbaza, Pierre (April 1985). "L'usine Alpine: renaissance ou révolution?" [The Alpine works: renaissance or revolution?]. Echappement (in French). No. 198. Paris, France: Michael Hommell. p. 90.
^Thevenet, Jean-Paul, ed. (January 1977). "30 jours d'automobile" [30 days of the automobile]. L'Automobile (in French). No. 367. Neuilly-sur-Seine, France: Societé des Editions Techniques et Touristiques de France. p. 4.
^ abcdefghBellu, René (2005). "Toutes les voitures françaises 1972 (salon [Oct] 1971)". Automobilia. Vol. 76s. Paris: Histoire & collections. pp. 50–53.
^National Aeronautics and Space Administration, Lewis Research Center (September 1977). State-of-the-art assessment of electric and hybrid vehicles(PDF). Energy Research and Development Administration, Division of Transportation Energy Conservation (Report). NASA TM-73756. Retrieved 24 February 2023.
^ abcdCornaert, Jean-Jacques (24 January 1985). "La Super-SuperCinq" [The Super-Super 5]. Le Moniteur de l'Automobile (in French). Vol. 36, no. 813. Brussels, Belgium: Editions Auto-Magazine. pp. 11–12.
^"Euro hatchback". Popular Science. Vol. 206, no. 1. January 1985. p. 36. Retrieved 15 June 2011.
^Svallner, Björn (19 August 1987). "Renault 1988: Busversion - R5 GTE!" [Hot version - R5 GTE!]. Teknikens Värld (in Swedish). Vol. 39, no. 18. Stockholm, Sweden: Specialtidningsförlaget. p. 11.
^ abcCar Mechanics Magazine - January 2011 pp. 42-3
The Renault 5 is a supermini hatchback automobile manufactured by the French automaker Renault, renowned for pioneering the supermini segment with its compact, front-wheel-drive design and innovative space-efficient packaging.[1] The original model, produced in two generations from 1972 to 1996, sold over 9 million units worldwide, becoming one of Renault's best-selling vehicles and a cultural icon of affordable, stylish urban mobility.[2] A retro-inspired all-electric revival, the Renault 5 E-Tech, unveiled in 2024 and launched in 2025, revives the nameplate with modern battery-electric technology, emphasizing sustainability and fun-to-drive dynamics while honoring the original's legacy.[3]Introduced in January 1972, the first-generation Renault 5 (internally codenamed Projet 122) was designed by Michel Boué as a response to the rising demand for economical small cars amid the 1973 oil crisis, featuring a transverse engine layout and hatchback body in three- or five-door configurations measuring about 3.6 meters in length.[4] Powered by front transverse-mounted inline-four engines ranging from 0.8-liter (34 hp) to 1.4-liter (65 hp) units, it offered agile handling and practicality, with production exceeding 5.5 million units by 1984 across variants like the utilitarian TL, upscale GTL, sporty Alpine, as well as the mid-engine Renault 5 Turbo (1976–1984, limited to around 500 units initially for rallyinghomologation).[5] The model achieved peak annual sales of over 666,000 in 1980, capturing significant market share in Europe and exported as the "Le Car" in the United States from 1976.[6]The second generation, launched in 1984 and marketed as the Supercinq or Super 5, featured a restyled body with improved aerodynamics, larger dimensions, and updated engines including a 1.7-liter turbocharged option in the high-performance GT Turbo variant producing up to 115 hp.[7] This phase contributed to Renault's successes in motorsport, including World Rally Championship wins.[8] Production continued until 1996, primarily at Renault's Billancourt and Douai plants, with the model's versatility spanning everyday commuters to hot hatches and even van derivatives.[1]The 2024 Renault 5 E-Tech electric pays homage to the original through squared-off styling cues, such as C-shaped taillights and a checked fabric interior, while built on the dedicated AmpR Small platform with a 52 kWh battery offering up to 252 miles (406 km) WLTP range and 150 hp from its front-mounted electric motor.[9] Priced from approximately £22,995 in the UK (around $27,000 in equivalent markets), it supports 80 kW DC fast charging to reach 15-80% in under 30 minutes and includes bidirectional charging capabilities.[10] Named European Car of the Year 2025, the E-Tech has quickly gained traction, selling over 15,000 units in its first months and underscoring Renault's shift toward electrification.[11]
First generation (1972–1985)
Development and launch
The first-generation Renault 5, internally codenamed Projet 122, was developed in the late 1960s as Renault's response to the emerging demand for compact, economical cars. Designed in secret by Michel Boué between 1968 and 1970, the project emphasized innovative space-efficient packaging with a front mid-engine, front-wheel-drive layout and transverse engine placement to maximize interior room in a sub-3.7-meter body.[4] Boué's wedge-shaped hatchback concept, sketched on his personal time, was approved after initial skepticism, and he tragically died of cancer in 1971 before seeing the production model.[12] Development focused on affordability and practicality amid rising fuel costs, with the oil crisis of 1973 boosting its timely appeal post-launch.The Renault 5 debuted on 28 January 1972 at a press event, with public unveiling at the Geneva Motor Show in March, entering production at Renault's Billancourt plant in Paris. Initial sales began in France in May 1972, followed by exports including right-hand-drive versions for the UK in October. Available as a three-door hatchback from launch, a five-door variant was introduced in 1979 to enhance family appeal. Production later shifted to Flins and Douai plants in France, with overseas assembly in Spain, Turkey, and Colombia to meet global demand. The model pioneered the supermini segment, influencing rivals like the Volkswagen Polo and Ford Fiesta.[2][1]
Design and features
The first-generation Renault 5 featured a distinctive wedge-shaped profile designed by Michel Boué, with a sloping roofline, rounded headlights, and practical hatchback layout measuring 3.60 meters in length, 1.59 meters in width, and 1.41 meters in height. Its compact dimensions belied an efficient interior, accommodating four passengers with 50% more space than traditional small cars of similar size, thanks to the transverse engine mounted ahead of the front axle. The body used steel unibody construction with integrated plastic bumpers for minor impact protection, and early models had a drag coefficient around 0.37, improved slightly in later updates.[13][6]The cabin prioritized functionality with a simple dashboard, adjustable front seats, and optional features like a radio and intermittent wipers on higher trims. Noise insulation was basic, but the lightweight chassis (curb weight ~750–850 kg) contributed to agile handling. Suspension comprised MacPherson struts at the front and a torsion beam rear, paired with rack-and-pinion steering for responsive urban driving. Safety features were limited to the era's standards, including lap belts and a collapsible steering column; later models added improved corrosionprotection. The design's funky, youthful aesthetic, available in bright colors, made it a cultural icon for urban mobility.[4]
Trim levels and variants
The first-generation Renault 5 launched with two main trims: the base L with a 782 cc engine and the more equipped TL with a 1,108 cc unit, both as three-door hatches. The L offered essential features like manual windows and a two-speed heater, while the TL added reclining seats, a three-speed heater, and cigarette lighter. In 1974, the upscale LS trim introduced carpeted floors, head restraints, and alloy wheels. The sporty Renault 5 Alpine (marketed as Gordini in some markets like the UK) debuted in 1976, featuring a tuned 1.4-liter engine, stiffer suspension, five-speed gearbox, alloy wheels, and checkered interiors for enhanced performance and style.[14][15]A five-door hatchback variant joined the lineup in 1979, available across trims to improve practicality without significantly altering dimensions or mechanics. Special editions like the 1982 Renault 5 Automatic catered to ease-of-use buyers with a three-speed automatic transmission. Commercial variants included the Renault 7 van (1974–1984), a lengthened two-seat utility version. All trims maintained front-wheel drive and hatchback body, with updates in 1982 including revised taillights and improved rustproofing. Production emphasized affordability, with the Alpine appealing to enthusiasts.[6]
Turbocharged models
The Renault 5 Turbo, introduced in 1980, was a rally-homologation special deviating from the standard front-engine layout with a mid-engine, rear-wheel-drive configuration to meet Group 4 regulations requiring at least 4,000 road units (though only 1,463 were built for Turbo 1). The 1,397 cc Cléon-Fonte inline-four, turbocharged with K-Jetronic fuel injection and Garrett T3 turbo, produced 160 hp at 5,500 rpm and 221 Nm at 3,500 rpm, making it France's first turbocharged production car. Wide fiberglass flares, 15-inch wheels with 205/60 tires, and pop-up headlights defined its aggressive styling, with a curb weight of 970 kg.[16][17]The Turbo 2, launched in 1983, retained the mid-engine setup but incorporated cost reductions like plastic body panels instead of aluminum, with engine output detuned to 152 hp for road use while rally versions exceeded 300 hp. Production totaled approximately 2,800 units through 1985, bringing the series total to about 4,263. These models, built at Renault's Viry-Châtillon facility, enabled homologation for competition, emphasizing the R5's versatility from commuter to performance icon. No separate "Turbo 3" production variant existed; later evolutions were rally-specific like the 1984 Maxi Turbo for Group B.[16]
Export markets
The first-generation Renault 5 entered export markets from 1972, with right-hand-drive conversions for the UK and Australia adapting instrumentation and lights to local standards. In North America, it was marketed as the Renault Le Car from 1976 to 1985 through American Motors Corporation (AMC) dealerships, featuring "federalized" modifications like larger energy-absorbing bumpers, reinforced structures, side-impact door beams, and detuned 1.4-liter engines (68 hp) with catalytic converters to meet U.S. emissions and safety rules. Sales reached approximately 285,000 units in the U.S. and Canada, peaking amid the 1979 oil crisis but declining due to reliability perceptions and competition.[18][19]Local production supported other regions: Spain's Fasa-Renault Valladolid plant assembled models from 1972, offering premium trims like the Copa with enhanced interiors. Turkey's Oyak-Renault in Bursa produced from 1978, with adaptations for local conditions. In Colombia, SOFASA in Envigado built from 1976, incorporating tropicalized cooling for high altitudes. Engines were often detuned for emissions in export markets, and the Le Car included unique vinyl roofs and air conditioning options. Total exports contributed significantly to the model's global success.[16]
Engines and performance
The first-generation Renault 5 used rear-mounted inline-four "Ventoux" and "Cléon-Fonte" engines in transverse layout, ranging from 782 cc to 1,397 cc, all petrol with carburetors except the turbo. Base models featured the 782 cc Ventoux (34 hp) or 845 cc (40 hp), while the TL used 1,108 cc C1E (52 hp). Higher trims had 1,289 cc (64 hp) or 1,397 cc C1J (65 hp), with the Alpine tuned to 93 hp. The Turbo variant's 1,397 cc turbocharged unit delivered 160 hp. A four-speed manual was standard, with five-speed from 1976 and three-speed automatic optional on 1.1L/1.4L.[15][14]Performance varied: base models accelerated 0–100 km/h (62 mph) in 17–19 seconds with top speeds of 130–140 km/h (81–87 mph), while the Alpine achieved 11 seconds and 170 km/h (106 mph). The Turbo reached 0–100 km/h in 6.6 seconds and 220 km/h (137 mph). Fuel economy ranged 6–8 L/100 km (37–47 mpg US), aided by lightweight build and efficient gearing. Handling was praised for nimble steering and balanced chassis, though early models suffered rust issues.[13]
Engine
Displacement
Power Output
Torque
Notes
Ventoux Petrol
782 cc
34 hp
58 Nm (43 lb-ft)
Base L model
Ventoux Petrol
845 cc
40 hp
64 Nm (47 lb-ft)
Updated base, e.g., early TL
C1E Petrol
1,108 cc
52 hp
82 Nm (60 lb-ft)
Mid-range, e.g., TL/LS
810 Petrol
1,289 cc
64 hp
98 Nm (72 lb-ft)
Higher trim
C1J Petrol
1,397 cc
65 hp
105 Nm (77 lb-ft)
Standard 1.4L; Alpine tuned to 93 hp / 108 Nm
C6J Turbo Petrol
1,397 cc
160 hp
221 Nm (163 lb-ft)
Mid-engine Turbo models
Production figures
First-generation Renault 5 production totaled 5,471,709 units from 1972 to 1985, with over 5.5 million built across variants including the Turbo. Annual output peaked at 666,026 in 1980, capturing up to 12% European market share and making it France's best-seller for much of the decade. Manufacturing centered at Billancourt (until 1980 closure), then Flins and Douai in France, with ~300,000 for North American Le Car exports. Overseas plants in Spain, Turkey, Colombia, and Iran added localized volume, sustaining sales until the second generation's 1984 debut, after which first-gen production continued in select markets until 1990. The model's success underscored Renault's dominance in the supermini class.[16][6]
Motorsport involvement
The first-generation Renault 5 excelled in motorsport, particularly rallying, with the Alpine variant competing from 1976 in events like the World Rally Championship (WRC). However, the Renault 5 Turbo dominated, securing four WRC outright victories between 1981 and 1985: the 1981 Monte Carlo Rally (Jean Ragnotti/Jean-Marc Andrié), 1982 Tour de Corse (Ragnotti), 1983 Tour de Corse (Ari Vatanen), and 1984 Tour de Corse (Jean-Luc Thérier). The mid-engine Turbo's homologation specials, evolved into the 350+ hp Maxi Turbo for Group B (1984–1985), excelled on tarmac with rear-drive agility despite four-wheel-drive rivals.[16][20]Renault Sport oversaw development, with drivers like Ragnotti, Vatanen, and Michèle Mouton achieving multiple podiums and national titles. The R5 also raced in touring car series, including the British Saloon Car Championship, where Alpine models showcased handling prowess. These successes, including over 5,000 rally wins across Europe, bolstered Renault's performance image and influenced hot hatch culture, with production Turbos enabling homologation.[21]
Second generation (1984–1996)
Development and launch
The development of the second-generation Renault 5, known as the Supercinq in France, began in spring 1978 under the internal project code 140, as Renault sought to evolve its successful supermini while the first-generation model remained in production to facilitate cost efficiencies through shared manufacturing resources.[22] This overlap allowed Renault to maintain market presence without interrupting sales of the original R5, which continued until 1985.[5] The project drew brief inspiration from the first generation's compact supermini concept but featured a completely new architecture to address growing competition in the segment.[4]The new platform was a scaled-down version of that used in the larger Renault 9 and 11 models, incorporating front-engine, front-wheel-drive layout with a longer wheelbase of 2,407 mm—compared to 2,419 mm on the original R5—to provide increased interior space and improved ride refinement.[16][23] Exterior styling was handled by Italian designer Marcello Gandini of Bertone, who modernized the iconic wedge-shaped profile while paying homage to the original's distinctive lines, aiming for a more aerodynamic and upscale appearance.[6] The engineering goals emphasized enhanced refinement, better fuel efficiency, and greater practicality to rival established competitors such as the Volkswagen Polo, Ford Fiesta, Peugeot 205, and Fiat Uno in the burgeoning European supermini market.[4][14]The Supercinq made its public debut at the 1984 Paris Motor Show in October, with sales commencing shortly thereafter in Europe.[22] Initial offerings were limited to three-door hatchback body styles in four trim levels: the entry-level TC, mid-range TL, more equipped GTL, and an automatic variant, all designed to cater to a broad spectrum of urban buyers seeking economical yet versatile transportation.[14] A five-door version followed in May 1985, further expanding its appeal for family use.[22]
Design and features
The second-generation Renault 5, marketed as the Supercinq in France and Super 5 elsewhere, adopted a smoother, more aerodynamic exterior design penned by Marcello Gandini of Bertone, building on the original's compact hatchback form while enhancing practicality and efficiency. Measuring 3.59 meters in length for the three-door variants and 3.65 meters for the five-door variants, the body incorporated integrated plastic bumpers made from reinforced polyester, which provided impact resistance up to 7 km/h and contributed to a sleeker profile. This aerodynamic shape achieved a drag coefficient of 0.34, aiding fuel economy and high-speed stability in a supermini segment where figures often exceeded 0.40.[5][21][24]Inside, the cabin benefited from improved ergonomics through a transverse engine layout that freed up additional space for front and rear passengers compared to the longitudinal setup of the first generation. Optional features included a digital clock integrated into the dashboard, while enhanced noise insulation materials reduced road and wind intrusion, fostering a quieter driving environment suitable for urban use. The overall interior design prioritized functionality with adjustable seating and simple controls, maintaining the model's affordable, everyday appeal.[5][25]The chassis drew from the Renault 9 platform, featuring MacPherson struts at the front for precise steering response and a twist-beam rear axle with trailing arms for cost-effective simplicity and compactness. This configuration supported a curb weight of around 800 kg, making the car notably lightweight and nimble while improving handling balance over its predecessor.[6][26]Safety advancements included a reinforced body structure with better corrosion protection and energy-absorbing zones, reflecting evolving standards of the mid-1980s; from 1987, anti-lock braking system (ABS) became available as an option on higher trims to enhance braking control on slippery surfaces.[5][4]
Trim levels and variants
The second-generation Renault 5, known as the Supercinq, was launched in 1984 with four initial trim levels for its standard three-door hatchback variants: the entry-level TC, mid-range TL, upscale GTL, and an automatic variant. The TC served as the base model, equipped with a 0.956-liter inline-four engine producing 31 kW (42 PS), featuring essential amenities such as a three-speed heater, reclining front seats, and optional intermittent wipers, targeted at budget-conscious buyers seeking economical urban transport. The TL offered a step up with a 1.1-liter engine at 35 kW (47 PS), while the GTL provided a more equipped specification including the same 1.1-liter engine (or 1.4-liter in some markets at 44 kW/60 PS), standard radio-cassette player, tinted glass, remote exterior door mirrors, and improved interior trim with velour upholstery for greater comfort and style. All initial trims were available exclusively as three-door hatches, built on Renault's supermini platform with front-wheel drive.In May 1985, a five-door hatchback body style was added across the trim lineup, extending the model's practicality with slightly increased rear legroom while maintaining the compact dimensions of 3.65 meters in length. This option catered to families and those needing additional access, without altering the core mechanical setup. Diesel variants like the TD and GTD were introduced later in 1985 for fuel efficiency, but standard petrol models remained the focus for most markets. The TX trim, with a 1.4-liter engine at 53 kW (72 PS), was added as a mid-range option in subsequent years.The 1987 facelift, often referred to as Phase 2, brought minor updates to the standard trims, including a revised front grille, color-keyed body elements, and improved wheel designs, alongside the introduction of higher-output 1.7-liter GTX and GTE options in select upmarket variants for better performance. By 1989, further refinements in what some sources term an extended Phase 2 included enhanced interior materials and new special editions to refresh the lineup amid increasing competition. The Campus edition, launched in August 1989 as a student-oriented base model, featured simplified equipment with 'Campus' branded cloth upholstery, side striping, a 1.1-liter engine option at 40 kW (54 PS) for affordability, and targeted pricing under £6,000 in the UK, emphasizing value for younger drivers entering the market. Available in both three- and five-door forms, the Campus omitted luxuries like electric windows but included essentials such as a heated rear window and adjustable steering.The 1990 Phase 3 update introduced more rounded exterior styling with smoother bumpers and revised taillights across the remaining trims, coinciding with the Renault Clio's debut and leading to a streamlined range focused on the GTL and TX. Special editions like the UK-market Savanna added unique badging, metallic paint options, and enhanced audio systems to the TX base, providing a localized appeal with sporty aesthetics at a premium over the standard models. Production of these variants continued until 1996, with the Campus persisting as a budget staple into the mid-1990s in both 1.1-liter and 1.4-liter configurations.
GT Turbo model
The Renault 5 GT Turbo was introduced in 1985 as a high-performance variant of the second-generation Renault 5, featuring a turbocharged 1.4-liter inline-four engine producing 105 horsepower in its initial Phase 1 form.[8] This hot hatch drew inspiration from the rally heritage of the first-generation Renault 5 Turbo, adapting that aggressive spirit for road use with front-wheel drive and a compact supermini platform.[27] Weighing approximately 850 kg, it offered brisk acceleration, achieving 0-100 km/h in around 8.7 seconds, making it a standout in the emerging hot hatch segment.[28]Visually and dynamically distinctive, the GT Turbo featured a body kit with flared wheel arches, a prominent front spoiler, and a large rear wing to enhance aerodynamics and road presence. It rode on 14-inch alloy wheels shod with wider tires for improved grip, complemented by a stiffer suspension setup including revised MacPherson struts at the front and a four-bar linkage at the rear for better handling.[29] Disc brakes on all four wheels provided confident stopping power, while the interior included sporty Recaro seats, a leather-trimmed steering wheel, and a turbo boost gauge to emphasize its performance credentials.[27]In 1987, the Phase 2 update addressed early limitations by introducing an air-to-air intercooler and a water-cooled Garrett T2 turbocharger, boosting output to 115 horsepower and improving efficiency.[30] Additional refinements included body-colored bumpers, an updated interior with improved materials, and a small underbonnet fan to mitigate heat soak, resulting in a 0-100 km/h time of 7.5 seconds. Production continued until 1991, with a limited Raider edition in 1990 offering unique metallic blue paint and alloy wheels.[31]The GT Turbo gained cult status for delivering supercar-like thrills in an affordable, insurance-friendly package due to its modest 1.4-liter displacement, appealing to young enthusiasts across Europe. However, its reputation was tempered by reliability concerns, particularly turbocharger failures from overheating and oil starvation if not properly maintained, alongside issues like rust and electrical gremlins.[30] Despite these, its playful handling and tunable nature cemented its legacy as a pivotal hot hatch icon.[29]
Commercial and convertible variants
The Renault Expresspanel van was launched in 1985 as a commercial derivative of the second-generation Renault 5, sharing its underlying platform while incorporating modifications for utility purposes.[32]To accommodate cargo, the Express featured a higher roofline than the standard hatchback, resulting in an overall height of 1,790 mm and a load volume of 2.5 m³ with up to 2.5 m of load length and a payload capacity of 600 kg.[32][33]The chassis was reinforced to support commercial loads, and available powertrains included 1.4 L and 1.7 L petrol engines along with a 1.6 L diesel unit.[32]Following the end of second-generation Renault 5 hatchback production in 1996, the Express persisted as an independent model until 2000 in Europe.[34]In 1990, Belgian coachbuilder EBS produced a limited convertible variant based on the GT Turbo, featuring a fabric roof and retaining the sporty chassis setup, with approximately 180 units built.[35]
Engines and performance
The second-generation Renault 5, produced from 1984 to 1996 and known as the Supercinq in some markets, was powered exclusively by petrol engines at launch, with no diesel options initially available. The lineup included a 0.956-litre inline-four engine producing 42 horsepower, a 1.1-litre unit offering 47 horsepower, a 1.4-litre unit offering 55 to 72 horsepower depending on the trim, and a 1.7-litre C3G series engine delivering up to 94 horsepower in higher-spec models like the GTX.[36][37][14]The sporty GT Turbo variant featured a turbocharged 1.4-litre inline-four engine based on the Cléon-Fonte block, generating 115 horsepower at 5,750 rpm and 165 Nm (approximately 122 lb-ft) of torque at 3,000 rpm.[38][39] This powertrain provided a significant boost over the naturally aspirated models, emphasizing responsive low-end torque for urban and highway driving.[29]Performance across the range varied by engine size and trim, with 0-60 mph times spanning 8 seconds for the GT Turbo to around 16 seconds for the base 1.1-litre models, and top speeds from 95 mph in entry-level variants to 120 mph in the more powerful 1.7-litre and turbocharged versions.[40][41]Fuel efficiency was a strong suit, particularly in smaller-engined models, achieving 40 to 50 mpg (imperial) under optimal conditions, aided by lightweight construction and efficient gearing.A five-speed manual transmission was standard on most models, contributing to precise gear shifts and better driver engagement, while a four-speed automatic was optional on select 1.4-litre variants.[42] The Renault 5's driving dynamics were praised for their agility, with independent front suspension providing responsive steering and composed handling on twisty roads, making it feel nimble despite its supermini size.
The second-generation Renault 5, known as the Supercinq, achieved total production of over 3.4 million units between 1984 and 1996.[2]Manufacturing primarily occurred at the Flins plant in France, with additional assembly at other facilities including Douai and for export markets; the Flins site reached a peak output of more than 400,000 vehicles annually during the 1990s.[43][44]Sales remained strong in Europe, particularly in France where the Supercinq was the best-selling car from 1986 to 1989, though it faced increasing competition from models like the Peugeot 205 in the late 1980s and the Peugeot 106 in the 1990s.[22][45]Production overlapped briefly with the first generation, ending fully in 1996 to make way for the Renault Clio as its successor.[5]While less dominant overall than its predecessor, the Supercinq maintained solid market performance in key regions like France and the UK, contributing to Renault's position in the supermini segment.[14]
Revival (2021–present)
Announcement and development
The revival of the Renault 5 originated with the unveiling of the all-electric Renault 5 Prototype on January 14, 2021, as a key element of Renault Group's Renaulution strategic plan, which outlined the launch of 10 new electric models by 2030 to strengthen the company's position in the EV market.[46] This concept vehicle drew brief inspiration from the original 1972 Renault 5's pioneering role as an affordable supermini that sold over five million units and defined compact urban mobility in Europe. Development was spearheaded by Gilles Vidal, Renault's Chief Design Officer since 2020, who emphasized blending nostalgic elements with forward-looking electric innovation to recapture the model's cult appeal.[47]The project leveraged the AmpR Small platform, Renault's new dedicated EV architecture optimized for cost efficiency and derived from the CMF-B modular family, enabling a compact footprint under 3.9 meters while supporting bidirectional charging and rapid production scaling.[48] Manufacturing takes place at the ElectriCitygigafactory in Douai, northern France, a €2.5 billion facility retooled specifically for high-volume EV assembly with a capacity of up to 450,000 units annually.[49] Core objectives included positioning the Renault 5 E-Tech as a nostalgic electric supermini starting at around €25,000 (approximately £22,000 after incentives), 33% less than the outgoing Zoe, to address Renault's post-2020 financial challenges—including a €8 billion loss in 2020—and drive EV sales growth toward a 65% electrified mix in Europe by 2025.[50]The production model received its full reveal on February 26, 2024, at the Geneva International Motor Show, retaining much of the prototype's retro-futuristic styling while confirming real-world specifications.[51] Orders commenced across Europe in late May 2024, with initial customer deliveries starting in October 2024 in markets like France and Germany, followed by the UK in spring 2025.[52] By 2025, ongoing software enhancements via Firmware Over-The-Air (FOTA) updates refined infotainment responsiveness and charging compatibility, ensuring the vehicle adapted to evolving user needs without dealership visits.[53]
Design and specifications
The revived Renault 5 E-Tech electric adopts a retro-futuristic exterior design that pays homage to the original 1970s model while incorporating modern elements, including distinctive C-shaped LED daytime running lights and pixelated rear lights inspired by the concept version.[54][55] The body measures 3,922 mm in length, 1,774 mm in width (excluding mirrors), and 1,498 mm in height, with a wheelbase of 2,540 mm, making it compact for urban use yet spacious relative to its size.[56][57] Flush-fitting pop-out door handles enhance aerodynamics and contribute to the sleek profile.[54]Inside, the cabin emphasizes sustainability with seats upholstered in 100% recycled denim fabric, complemented by other eco-friendly materials such as recycled plastics and bio-based composites for trim elements.[10][58] A 10-inch central touchscreen serves as the hub for the OpenR infotainment system, integrated with Google built-in services for navigation and connectivity, while a 10.25-inch digital driver display provides customizable information.[10] Bidirectional charging allows the vehicle to supply power back to external devices or the grid via vehicle-to-grid (V2G) functionality.[10]Key dimensions include a boot capacity of 326 liters with seats up, expandable to 1,306 liters by folding the rear seats, offering versatility for city dwellers.[57] The 52 kWh battery is positioned under the floor, lowering the center of gravity for improved handling and stability, with the overall curb weight around 1,400–1,500 kg depending on configuration.[56][59]Additional features include over-the-air (OTA) software updates for continuous improvements to infotainment and driver aids, as well as Level 2 advanced driver-assistance systems (ADAS) such as adaptive cruise control, lane-keeping assist, and automatic emergency braking.[10][60] For safety, the Renault 5 E-Tech earned a four-star rating in the 2024 Euro NCAP tests, supported by standard equipment including seven airbags, advanced eCall emergency response, and post-collision braking to mitigate secondary impacts.[61][62]
Powertrain and variants
The Renault 5 E-Tech features a front-mounted electric motor driving the front wheels, shared with the AmpR small car platform developed by Renault and Ampere. Power outputs range from 90 kW (121 hp) for entry-level models to 110 kW (148 hp) for higher variants, paired with either a 40 kWh lithium iron phosphate (LFP) battery or a 52 kWh nickelmanganesecobalt (NMC) battery. The 40 kWh pack delivers a WLTP range of up to 312 km (194 miles), while the 52 kWh option extends this to 410 km (255 miles), prioritizing urban efficiency with real-world consumption around 3.5–4 mi/kWh.[63][64][56]Charging capabilities include an 80 kW DC fast charger, enabling a 15–80% top-up in approximately 30 minutes for the 52 kWh battery, and an 11 kW onboard AC charger for home or public use, achieving a full charge in about 5–6 hours. Performance metrics highlight agile city driving, with the base 121 hp model accelerating from 0–62 mph in 9 seconds and a top speed of 93 mph, while the 148 hp version improves this to 8 seconds. Efficiency is enhanced by a standard heat pump and bidirectional charging support via the V2G-ready OpenR Link system.[57][65][63]The lineup includes three core variants: the Techno as the base trim with the 40 kWh battery for urban-focused buyers, the premium Iconic with the 52 kWh pack adding luxury features like advanced infotainment and customizable lighting, and the sport-tuned Alpine edition, which boosts handling with stiffer suspension, larger brakes, and exclusive styling while retaining the 148 hp motor. In 2025, over-the-air software updates introduced enhanced regenerative braking modes, including one-pedal driving for smoother energy recovery in traffic.[64][66][67]
Production and market reception
The revived Renault 5 E-Tech electric is manufactured at the Ampere ElectriCity production hub in Douai, northern France, which forms part of Europe's largest electric vehiclemanufacturing cluster.[68] This facility, integrating assembly, battery production, and electric motormanufacturing, supports an annual output capacity exceeding 400,000 electric vehicles across Renault's lineup by 2025.[69] Production of the Renault 5 commenced in late 2024, with battery modules sourced locally from the site's gigafactory starting in summer 2025 to enhance supply chain efficiency.[70] Initial customer deliveries began in late 2024/early 2025 in continental European markets following orders opened in May 2024, with UK orders starting in January 2025 and deliveries in spring 2025; the model was showcased dynamically at the Goodwood Festival of Speed in July 2025.[52][71][72] In Q3 2025, the Renault 5 E-Tech continued as the B-segment EV leader in Europe, contributing to Renault Group's 122% year-over-year EV sales growth.[73]Pricing for the Renault 5 E-Tech starts at approximately €24,900 in the European Union for the entry-level variant with a 40 kWh battery, positioning it as an affordable option in the B-segmentelectric vehicle market.[74] In the United Kingdom, the base price is £22,995 before incentives, reduced to £21,495 after the government's Plug-in Car Grant for eligible electric vehicle buyers.[75][76] These competitive prices, combined with regional EV subsidies, have driven strong initial demand, with over 75,000 pre-orders recorded prior to full-scale deliveries.[77]Market reception has been overwhelmingly positive, particularly for the model's engaging driving dynamics and retro-modern styling, with automotive reviewers praising its fun-to-drive character in urban settings. For instance, a 2025 review by Throttle House highlighted the Renault 5 as a vehicle that "everyone loves" for its playful handling and accessibility.[78] Sales performance in Europe has exceeded expectations, with 34,206 units registered in the first half of 2025 alone, making it the top-selling B-segmentelectric car and contributing to Renault Group's 122% year-over-year EV sales growth in Q3 2025.[79][73] However, availability remains limited outside Europe, with no confirmed plans for U.S. distribution as of late 2025.[80]Despite its success, the Renault 5 faces challenges in battery supply chains amid broader European electric vehicle production constraints, including low plant utilization and raw material dependencies that could impact scaling.[81] It also competes directly with established rivals like the Volkswagen ID.3 in the compact EV segment, where pricing and range parity intensify market pressures.[82] By November 2025, deliveries continue into Q4, supported by ongoing production ramp-up at Douai, though exact quarterly volumes remain influenced by these supply dynamics.[83]
Special editions
The Renault 5 Turbo 3E was revealed on March 17, 2025, as an all-electric limited-edition model paying homage to the iconic 1980s Renault 5 Turbo rally car.[84] This high-performance variant features dual rear-wheel electric motors delivering a combined 555 horsepower and 4,800 Nm of torque, enabling rear-wheel drive with a 0-62 mph acceleration time under 3.5 seconds and a top speed of 167 mph.[85] It is powered by a 70 kWh battery pack, supporting rapid charging from 15% to 80% in 15 minutes at up to 350 kW.[85]Production of the Turbo 3E is capped at 1,980 units worldwide, scheduled to begin in 2027 at Renault's ElectriCity facility in Douai, France, with each vehicle accompanied by a numbered certificate to emphasize its exclusivity.[86] The model is priced starting at approximately €155,000, positioning it as a premium offering that blends modern electric vehicle technology with the brand's motorsport legacy.[87]Design elements evoke the original Turbo's aggressive styling, including a carbon fiber superstructure for lightweight performance, 20-inch alloy wheels, a rally-inspired handbrake, and custom bucket seats with six-point harnesses. The charging socket is integrated into the front air scoop for aerodynamic efficiency, while dual 10-inch openR displays provide driver-focused interfaces. Dual driving modes—Sport and Race—include drift assist for track use, simulating the mid-engine feel of its predecessor through precise torque vectoring.[85] Overall, the Turbo 3E serves to celebrate Renault's rally heritage by merging high-voltage electric power with track-capable dynamics, appealing to enthusiasts seeking an EV supercar in compact form.[88]
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21ème Rallye Côte d'Ivoire
Alain Oreille
1985 Renault 5 GT Turbo (pre-facelift)
Renault 5 GT Turbo Raider
Renault 5 GT Turbo in the 2010 Rallye Velay Auvergne (Group N)
