Renault 5

Renault
Industry	Automotive
Founded	February 25, 1899; 127 years ago in France
Headquarters	Boulogne-Billancourt, France
Products	Automobiles
Website	www.renault.com

The Renault 5 is a compact, front-engine, front-wheel-drive hatchback designed to accommodate five passengers, available in three- or five-door configurations. Manufactured by the French company Renault, it spanned two production periods: the original R5 from 1972 to 1985 and the Super 5 (also known as Supercinq) from 1984 to 1996.

In North America, this model was marketed under the name Le Car between 1976 and 1983. Renault also produced a four-door sedan version called the Renault 7, which was assembled in Spain by their subsidiary FASA-Renault from 1974 until 1984, targeting specific markets.

From 1972 through 1986, the Renault 5 held the title of France’s best-selling automobile, with production exceeding 5.5 million units over fourteen years, establishing it as the nation's most favored vehicle.

First generation (1972–1985)

Unveiled in December 1971 and officially launched in January 1972, the Renault 5 was designed by Michel Boué, who developed the concept independently prior to receiving formal endorsement from Renault’s leadership. Characterized by a sharply angled rear hatchback, it emerged as a contemporary alternative to rivals such as the Mini and Hillman Imp within markets like the United Kingdom.

The R5’s mechanical foundation drew from the Renault 4 and Renault 8 models, initially featuring longitudinal OHV engines ranging from 782 cc to 956 cc, later expanding up to a turbocharged version of 1,397 cc. Its suspension system utilized torsion bars, and it adopted a front mid-engine layout paired with front-wheel drive.

As one of the pioneering modern superminis that leveraged hatchback versatility introduced earlier by Renault's R16, it preceded competitors including the Volkswagen Polo and Ford Fiesta by several years. The model entered the Japanese market in 1976 under the name "Renault Go," modified to comply with local regulations.

The Renault 5 incorporated a monocoque chassis design—a notable advancement compared to earlier vehicles—resulting in weight reduction and improved production efficiency. It also introduced plastic bumpers capable of absorbing minor impacts without damage, influencing industry standards.

Entry-level versions catered to cost-conscious consumers with a modest 782 cc engine and drum brakes, priced competitively below 10,000 francs at launch in France. Higher-spec models offered features such as disc brakes, alternators, reclining seats, and more potent engines. Gearshift controls evolved from being dashboard-mounted initially to floor-mounted by 1973; an automatic transmission option was added early in 1978.

The cabin provided exceptional space for its class due to the engine’s rearward position. Aerodynamic efficiency was notable with a drag coefficient of just 0.37, distinguishing it among small European cars.

Additional variants included the four-door Renault 7 saloon produced mainly for Spain and a five-door version of the R5 introduced in July 1979—one of the earliest superminis to feature four passenger doors. By March 1981, automatic models received enhancements such as an upgraded engine and improved equipment.

Renault 5 Alpine / Gordini / Copa

Introduced in 1976, the Renault 5 Alpine was among the first examples of what would become known as 'hot hatches,' arriving two months before the original Volkswagen Golf GTi. The right-hand drive version debuted at the British Motor Show in 1978; sales commenced on April 4, 1979, under the name Renault 5 Gordini in the UK due to Chrysler Europe owning rights to the "Alpine" name there—already used for the Chrysler Alpine (a rebadged Simca 1307). This naming issue delayed Volkswagen’s launch of a right-hand drive Golf GTi by three years.

The Gordini badge paid tribute to Amédée Gordini, a French tuner associated with Renault’s motorsport legacy, including work on models like the Renault 8 and Alpine Turbo produced at Alpine’s Dieppe facility from 1975 onward. At its UK launch price of £4,149—almost one-third higher than the previous top-tier model, the R5 TS (£3,187)—the Alpine offered considerable enhancements. Its engine allowed a top speed surpassing , outperforming the R5 TS which could not reach that velocity.

Equipped with a 1.4 L (1397 cc) OHV engine featuring a crossflow cylinder head and hemispherical combustion chambers mated to a five-speed manual transmission, it delivered —twice the power of the standard 1.1 L Renault 5. Due to increased engine size and performance components, the spare tire was relocated from beneath the bonnet to the trunk area. The Alpine came with distinctive alloy wheels, front fog lamps, reinforced suspension including rear torsion bars, plus added anti-roll bars. Renault quoted a maximum speed of , which UK magazine Car confirmed in July 1979 along with a recorded acceleration time of 0-60 mph in 9.7 seconds. Australian publication Motor reported comparable figures with a top speed of and matching acceleration performance.

Renault 5 Alpine Turbo/Gordini Turbo/Copa Turbo

Introduced in 1982 as a turbocharged evolution of the naturally aspirated Alpine,^[1] the Renault 5 Alpine Turbo retained the Gordini badge in the UK market. Australian Motor magazine’s 1982 review lauded its dynamic capabilities—achieving a top speed of , and accelerating from 0 to 60 mph in 8.7 seconds—while noting its relatively high price, which exceeded that of the larger Ford Escort XR3 by £2.

This model was powered by a 1.4 L (1397 cc) inline-four engine fitted with a single Garrett T3 turbocharger, elevating power output to .^[2] Production lasted until 1984, preceding the release of the second-generation Renault 5 and the debut of the Renault 5 GT Turbo in 1985.

Renault 5 Turbo

The Renault 5 Turbo represented a unique mid-engine rally vehicle, distinguished by its turbocharged engine positioned behind the driver within the passenger compartment and utilizing rear-wheel drive. It underwent multiple iterations, culminating in the Renault 5 Maxi Turbo. Powered by an 8-valve, 1.4-liter turbocharged inline-four Cléon-Fonte engine, it delivered at 6000 rpm and generated torque at 3250 rpm.

Renault Le Car

When Renault introduced the Renault 5 to the North American market in 1976, it operated approximately 250 dealerships across the United States. Initial sales figures were modest, leading to a rebranding effort under the name "Le Car," accompanied by marketing that emphasized its sporty appeal and successes in European motorsport.

In January 1979, Renault formed an alliance with American Motors Corporation (AMC), significantly expanding distribution through AMC’s network of about 1,300 dealers. Positioned against front-wheel-drive subcompact competitors such as the Honda Civic and Volkswagen Rabbit, Le Car was promoted as a practical vehicle with distinctive character. AMC's advertising highlighted its status as Europe’s top-selling automobile with millions of owners worldwide.

The U.S. version of Le Car was equipped with a desmogged 1289 cc inline-four engine initially rated at , though power output declined to by 1980 due to tightening emissions standards. The model achieved notable success in motorsport, dominating the Sports Car Club of America’s "Showroom Stock Class C" category in 1977. Offered exclusively as a three-door hatchback until 1980, it received a facelift and gained a five-door variant in 1981. Sales rose from around 6,800 units in its launch year to approximately 37,000 by 1982. While less popular in the United States, it maintained decent sales figures in Canada until being superseded by the Kenosha-built Renault Alliance in 1983; Canadian availability persisted until 1986.

Although "Le Car" was primarily a North American brand name, Renault also applied it to select special edition Renault 5 models sold in Europe starting from 1979.

Le Car found specialized roles within law enforcement agencies; smaller police departments such as those in La Conner, Washington, and Ogunquit, Maine utilized these vehicles to cut fuel expenses and enhance maneuverability.

Between 1979 and 1983, Heuliez produced approximately 450 Le Car Van variants featuring plastic rear panels with porthole-style windows and interiors trimmed with red velour upholstery. These conversions were offered in both two- and four-seat configurations.

U.S. Electricar, based in Athol, Massachusetts, converted Le Cars into electric vehicles marketed as "Lectric Leopard." These conversions employed sixteen six-volt lead-acid batteries providing a limited driving range of . Primarily targeted at government agencies from around 1978 onward, these electric adaptations represented early efforts to electrify vehicles using the Renault Le Car platform.

Chronology

January 1972: The Renault 5 debuted with three-door hatchback versions L and TL. The TL trim offered upgraded features such as reclining front seats, a vanity mirror, multiple ashtrays, and a heated rear window.
September 1972: The Renault 5 was launched in the United Kingdom featuring right-hand drive configuration.
1973: The gear lever was moved from the dashboard to the floor position.
April 1974: The R5 LS model was introduced, equipped with a larger 1.3L engine, improved wheels, electric windshield washers, an electronic tachometer, and other refinements.
September 1974: The R5 LS was renamed R5 TS, incorporating integrated headrests, black bumpers, a front spoiler, a clock, and reversing lights.
February 1976: The R5 Alpine was released with a 1397 cc engine and a five-speed manual transmission; simultaneously, the R5 GTL arrived featuring a 1289 cc engine and combining elements from both TL and TS versions.
1977: The R5 GTL gained opening rear quarter windows while the R5 L received a new 845 cc engine.
January 1978: The R5 automatic was introduced, blending GTL specifications with a three-speed automatic gearbox.
August 1979: A five-door variant was unveiled.
1980: Five-door versions of TL, GTL, and automatic models became available.
1982: Launch of the R5 TX and the high-performance R5 Alpine Turbo hot hatch equipped with a Garrett T3 turbocharger, alloy wheels, firmer suspension, and disc brakes on all four wheels.
1984: The original Renault 5 was succeeded by its second-generation model.

Engines

B1B 0.8 L (845 cc) inline-four; output of 37 PS; maximum speed of 126 km/h; acceleration from 0 to 100 km/h in 22.3 seconds
C1C (689) 1.0 L (956 cc) inline-four; power ranging between 42 and 44 PS; top speed reaching up to 135 km/h
C1E (688) 1.1 L (1108 cc) inline-four; producing 45 PS; top speed of 136 km/h; accelerating from standstill to 100 km/h in 21.4 seconds
810 1.3 L (1289 cc) inline-four; power output between 55 and 64 PS; top speed up to 154 km/h; automatic transmission option available
C1J (847) 1.4 L (1397 cc) inline-four; generating 63 PS; maximum speed of 142 km/h; automatic variants also offered
C6J turbocharged 1.4 L inline-four; delivering 110 PS; capable of reaching speeds up to 185 km/h; acceleration to 100 km/h in 9.1 seconds
C1J turbocharged 1.4 L inline-four; producing 160 PS; top speed of 204 km/h; accelerates from zero to 100 km/h in just 6.9 seconds

Motorsport

The Renault 5 Alpine competed in Group 2 events, securing second and third places overall at the challenging 1978 Monte Carlo Rally despite formidable competition from Fiat and Lancia.

In the same year, Renault unveiled the rally-focused Group 4 (later classified as Group B) version named the Renault 5 Turbo. This mid-engine, rear-wheel-drive model shared minimal mechanical components with the standard Renault 5 aside from the door panels. Piloted by Jean Ragnotti, it claimed victory at its debut during the 1981 Monte Carlo Rally. Although eventually surpassed by newer four-wheel-drive competitors on gravel stages, the Renault 5 Turbo remained one of the quickest on tarmac surfaces.

Production elsewhere

Iran

The original Renault 5 was manufactured in Iran by SAIPA and later by its subsidiary Pars Khodro, marketed under the name Sepand. In 2001, the Renault PK was introduced, replacing Sepand’s Renault-based platform with that of the Kia Pride while maintaining modified Renault-style bodywork. The Sepand II received a facelift in 2000 and continued production as an economical choice utilizing the original Renault chassis.

South Africa

Assembly operations began in Durban towards late 1975 at Toyota’s local facility, with distribution handled through their dealer network. The Renault 5 came equipped with a single European-sourced 1.3 L engine from the R5 TS rated at SAE standards. Available trims included a base model featuring vinyl seats and lap belts, along with higher-spec LS and LSS versions offering fabric upholstery, side decals, vinyl roofs, enhanced sound insulation, plus comfort amenities such as a central console and fabric sunroof exclusive to the LSS. Numerous European options were excluded to meet local content rules initially set at a minimum of 56%, which increased over time. By the year 1979, only GTL and TS trims remained available powered by the same engine rated under ISO standards.

Yugoslavia

IMV, located in Novo Mesto, SR Slovenia, produced various Renault models including the Renault 5 for distribution within the Yugoslav market starting from 1972.

Second generation (1984–1996)

Introduced in October 1984, the second generation Renault 5—also known as the Renault 5, Supercinq, or Superfive—entered a fiercely contested supermini segment alongside competitors such as Ford, General Motors, Peugeot, Fiat, and Nissan. Initially offered exclusively as a three-door hatchback, right-hand drive versions destined for the UK market became available in January 1985.

While bearing a resemblance to its predecessor in appearance, this iteration featured an entirely new body and chassis architecture derived from the larger Renault 9 and 11 models, with design work by Marcello Gandini. The vehicle was both wider and longer, incorporated 20% more glazing, provided enhanced interior roominess, and achieved a reduced drag coefficient of 0.35, contributing to improved fuel economy—reaching at in economy variants. Key mechanical advancements included a transversely mounted engine layout borrowed from the Renault 9/11 series and MacPherson strut front suspension. The five-door version was introduced several months later in May 1985.

At launch, the range comprised four trim levels: TC, TL, GTL, and Automatic. Engine choices spanned from a 956 cc unit delivering in the TC model up to a 1397 cc powerplant producing in higher trims. Transmission options included four-speed manuals for base models, five-speed manuals for mid-to-upper trims, and a three-speed automatic gearbox. In 1987, the lineup expanded with the addition of the 1721 cc F2N engine powering GTX and GTE versions, alongside the premium Baccara edition—marketed under different names such as Monaco in the UK, Exclusiv in Germany, and Limited in Italy—offering upscale features paired with selected engine variants.

Diesel-powered versions joined the range in November 1985 to broaden appeal. Although there were intentions for this generation to replace the AMC Pacer under the Renault-AMC partnership in the US market, only the earlier model was sold there.

Sport-focused models included the GTE equipped with a turbocharged 1.4 L engine producing , featuring enhanced suspension, brakes, and sporty aesthetics. The Baccara and GTX trims utilized a naturally aspirated 1.7 L engine; notably, the GTX featured luxury amenities such as full leather upholstery, power steering, electric windows, sunroof, premium sound system, optional air conditioning, and an onboard computer. Production of the R5 Turbo took place at Alpine’s Dieppe facility with an output of approximately forty units per day during 1985.

By 1990, the Renault Clio had largely supplanted the R5 across European markets. Manufacturing shifted to Revoz in Slovenia (formerly Yugoslavia), where production continued with limited engine selections: 1.1 L and 1.4 L petrol engines plus a 1.6 L diesel variant. The GT Turbo was discontinued in 1991 following introduction of the Clio with a 16-valve engine.

In December 1992, a revised 1.4 L engine equipped with a catalytic converter was launched concurrently with the cessation of retail diesel sales (though fleet sales persisted briefly). The R5 remained available as an economical Campus trim until production ended in 1996—bringing to a close nearly twenty-five years of Renault’s numerical R5 lineage.

The Campus model gained notable popularity within the UK market due to limited availability of the Renault Twingo there (which was sold only as left-hand drive in mainland Europe). In 2011, Car Mechanics Magazine highlighted it among "Britain's best bangers," citing plentiful low-mileage examples accompanied by comprehensive service records. The Campus designation was later revived for use on the Renault Clio II starting in 2005.

Renault 5 GT Turbo

Launched in February 1985, the Renault 5 GT Turbo was a high-performance "hot hatch" powered by a turbocharged 1397 cc four-cylinder Cléon engine. Weighing approximately , it produced and accelerated from 0 to in just 7.5 seconds, delivering impressive speed for its class.

Its unique plastic side skirts visually distinguished it from the standard Renault 5. Although it exhibited turbo lag and somewhat demanding handling characteristics, the GT Turbo shared its engine with the Renault 9 and 11 Turbo variants. To overcome the limited range of the original fuel tank, an additional rear fuel tank was installed, increasing overall capacity. The model also included an oil cooler, lowered suspension combined with a wider rear track, quicker steering ratio (3¼ turns lock-to-lock), and ventilated disc brakes on every wheel. The 5.5-inch wide aluminum wheels bore resemblance to those fitted on the Renault Alpine V6 GT.

The Phase II update in 1987 brought enhancements such as water cooling for the turbocharger, which improved reliability over the initial oil-cooled system, along with a revised ignition setup that increased the engine redline by 500 rpm. These modifications raised power output to over . Aerodynamic refinements reduced the drag coefficient from 0.36 to 0.35 while maintaining the same acceleration time of 7.5 seconds to 100 km/h. In 1989, the interior received a redesign, and by 1990, a limited Raider edition appeared featuring metallic blue paintwork and exclusive interior trim and wheels. Production ceased towards the end of 1991, succeeded by the Clio 16V and Clio Williams models.

Remarkably, the Renault 5 GT Turbo secured a notable motorsport achievement by winning the 1989 Rallye Côte d'Ivoire, marking the sole overall World Rally Championship triumph for a Group N vehicle.

WRC achievements

No.	Event	Season	Driver	Co-driver	Vehicle
1	Template:Country data Ivory Coast Template:Namespace detect showall 21ème Rallye Côte d'Ivoire	1989	Template:Country data FRA Template:Namespace detect showall Alain Oreille	Template:Country data FRA Template:Namespace detect showall Gilles Thimonier	Renault 5 GT Turbo

During the 1987 British Touring Car Championship season, drivers Roger Saunders and Alex Postan competed behind the wheel of a Renault 5 GT Turbo.

Engines

Petrol
	Body Style	Trim Level	Model Codes	Engine Code	Displacement cm³	Fuel Delivery	Max Power CV/at rpm	Peak Torque N⋅m/at rpm	Transmission Type	Braking System (front / rear)	Kerb Weight (kg)	Top Speed km/h	Acceleration 0–100 km/h (s)	Fuel Consumption (l/100 km)	Production Years
1.0¹	3-door	C, TC	C400	C1C	956	Carburetor single barrel	42/5750	63/3000	4-speed manual	D/DR	695	137	19"3	6.1	02/1985–07/1987
	3-door	C Société	S400								695				02/1985–05/1987
	5-door	TC	B400								710				02/1985–07/1987
1.1	3-door	L	C401	C1E	1108		47/5250	79/2500			695	143	16"	5.5	09/1984–07/1986
		TL													09/1984–05/1985
		GL, GL Société													02/1985–07/1987
	5-door	GL, GL Société	B401								710
	3 / 5 door	GTL	C401 / B401						5-speed manual		750			5.2
		Five							4-speed manual		695			5.5	07/1987–01/1993
		SL							4-speed manual		695			5.5	07/1987–07/1990
1.2	3 / 5 door	SR	C40F / B40F	C1G	1237	Carburetor single barrel	55/5250	88/3000	4-speed manual - 5-speed manual (GTR)	D/DR	745	155		5.9	07/1987–07/1989
1.2	3 / 5 door	TR / GTR	C40F / B40F	C1G	1237	Carburetor single barrel	55/5250	88/3000	4-speed manual - 5-speed manual (GTR)	D/DR	745	155	07/1987–07/1990	5.9
1.4	3 / 5 door	Five / Saga	C407 / B407	C3J	1390	Electronic Fuel injection	60/4750	100/3000	5-speed manual	D/DR	750	158	-	6.8	02/1993–03/1996
		"GTL"	C402 / B402	C1J	1397	Carburetor single barrel	60 / 5250	102 / 2500	5-speed manual		750	158	14"	5.9	09 / 1984 – 07 / 1987
		"Automatic"	C403 / B403	C2J		Carburetor Double barrel	68 / 5250	104 / 3500	3-speed Automatic		800	154	16"5	6.8	02 / 1985 – 07 / 1991
		"GTS" rowspan=2					72 /5750²		5-speed manual
		-					-				-	-	Diesel
	"Diesel" trims ("D", "TD", "Five D", "SD", "GTD") use the F8M aspirated diesel with indirect injection, producing 55 CV and torque of 100 N⋅m, paired with a 5-speed manual transmission, disc/drum brakes, with production from late 1985 to mid-1990 \|-	-	"Note:" ¹Available in Italy also as Campus, Five, and SC. ²The Italian market includes Limited, a local designation for Baccara/Monaco.

Renault Express

The second iteration of the R5 lineup featured a panel van version known as the Renault Express, which was marketed under different names across Europe, including Renault Extra in the UK and Ireland, and Renault Rapid in German-speaking countries. This model succeeded the R4 F6 panel van, which ceased production in 1986.

EBS Convertible

In 1989, the Belgian company EBS manufactured approximately 1,400 convertible Renault 5 vehicles, predominantly with left-hand drive configurations. Among these, only 14 units were right-hand drive GT Turbo Phase II editions.

Revival

The Renault 5 name was brought back in February 2024 as an electric hatchback that incorporates styling cues from both the original model and the Renault 5 Turbo. An Alpine-branded variant is reportedly underway. The Renault 5 E-Tech earned the prestigious European Car of the Year title in 2025.

Production

Cumulative production of the Renault 5 and its derivatives totaled 9,017,276 units, distributed as follows:


Model	Production Years	Number Produced
Renault 5 (France)	1972–1985	5,276,630
Iranian Renault 5	1987–1992	49,270
Renault 5 Turbo	1980–1986	4,987
Renault 5 Maxi	1985–1986	154
Renault 5 Societé	1975–1984	218,795
Siete (Spanish four-door R5)	1974–1982	~30,790
Supercinq	1984–1996	3,436,650

Renault 5 Production Figures (excluding Supercinq)
Year	All R5 except Societé & Turbo	Societé (panel van)	R5 Turbo	R5 Maxi	R7
1971–72	126,376
1973	249,135
1974	345,499				5,600
1975	339,609	929		28	200
1976	408,856	14,018		27	207
1977	442,905	19,216		30	322
1978	444,118	16,429		27	269
1979	469,815	19,040		22	939
1980	666,026	30,369	804		14,334
1981	587,145	31,755	571		6,513
1982	496,332	32,644	445		2,406
1983	423,047	33,612	1,345
1984	241,851	20,783	1,497
1985	25,395		182
1986	10,521		143	20
1987	2,947
1988	6,000
1989	3,500
1990	7,645
1991	19,831
1992	9,347

↑ The Glasgow Herald, 31 May 1982
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[1] The Glasgow Herald, 31 May 1982

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