Renault Le Car
| Industry | Automotive |
|---|---|
| Founded | February 25, 1899 in France |
| Headquarters | France |
| Products | Automobiles |
The Renault 5 is a compact hatchback designed to seat five passengers, available with either three or five doors, and configured with a front-engine, front-wheel-drive layout. Manufactured by the French company Renault, it was produced across two distinct generations: the original model from 1972 to 1985 (known as the R5) and its successor, the Super 5 or Supercinq, from 1984 to 1996.
In the North American market, this vehicle was sold under the name Le Car between 1976 and 1983. Additionally, Renault introduced a four-door sedan variant called the Renault 7, which was produced by its Spanish subsidiary FASA-Renault from 1974 to 1984 and exported selectively.
From 1972 until 1986, the Renault 5 held a dominant position in France’s automotive market, with production surpassing 5.5 million units over fourteen years, establishing it as the nation’s best-selling automobile during that era.
First generation (1972–1985)
The Renault 5 was officially revealed in December 1971 and launched in January 1972. Its design was created by Michel Boué, whose concept gained approval from Renault’s management and led to formal development. Featuring a sharply angled rear hatch, it was among the pioneering modern superminis adopting a hatchback style first introduced by the Renault R16.
This initial generation incorporated mechanical elements from the successful Renault 4, including a longitudinally mounted engine powering the front wheels and torsion bar suspension. Early engine choices ranged from 782 cc to 956 cc, later expanding to larger capacities up to 1397 cc and even turbocharged variants. Basic models came equipped with drum brakes and smaller engines, while higher-end trims offered disc brakes, alternators, reclining seats, and more powerful engines.
The R5 entered the British market in late 1972 as a contemporary alternative to British Leyland’s Mini and Chrysler Europe’s Hillman Imp. It narrowly missed out on the European Car of the Year award in 1973. Sales commenced in Japan in 1976 under the name "Renault Go," initially adhering to North American emissions standards before switching to French regulations.
Built with a monocoque body structure for enhanced rigidity and reduced weight compared to earlier Renaults that used separate chassis platforms, the R5 was among the first vehicles fitted with extensive plastic bumpers designed to absorb low-speed impacts without damage—an innovation that bolstered its reputation for urban practicality.
Its interior offered remarkable space for its class due to engine placement behind the gearbox. With an aerodynamic drag coefficient of just 0.37, it competed strongly within Western Europe’s expanding supermini segment against rivals such as the Volkswagen Polo and Ford Fiesta.
A four-door sedan variant known as the Renault 7 was mainly produced for the Spanish market. In July 1979, a five-door hatchback version was introduced, marking one of the earliest models in its category featuring four passenger doors. An automatic transmission option became available in early 1978 paired with a larger engine and was upgraded by March 1981 to a more efficient 1.4-liter powerplant.
Renault 5 Alpine / Gordini / Copa
Introduced in 1976, the Renault 5 Alpine was one of the earliest 'hot hatch' models, arriving two months before the original Volkswagen Golf GTi. The right-hand drive variant debuted at the British Motor Show in 1978 and went on sale in the UK in April 1979 under the name Renault 5 Gordini because Chrysler Europe owned rights to the "Alpine" badge there. Chrysler had recently applied this name to their rebadged right-hand drive Simca 1307, marketed as the Chrysler Alpine. This trademark situation delayed Volkswagen’s right-hand drive Golf GTi launch by three years.
The Gordini designation pays tribute to Amédée Gordini, a renowned French tuner associated with Renault’s performance models such as the Renault 8. Both these versions and Alpine Turbo variants were assembled at Alpine's Dieppe facility starting from 1975. Upon its UK release, it carried a price tag of £4,149—around 30% higher than the previous top-tier model, the Renault 5 TS (£3,187)—reflecting substantial enhancements over the TS model, which could not exceed , whereas the Gordini achieved a higher top speed.
Powered by a 1.4-liter (1397 cc) OHV engine paired with a five-speed manual transmission—derived from Renault's "Sierra" pushrod engine but featuring a crossflow cylinder head with hemispherical combustion chambers—it delivered , nearly twice as much output as the standard 1.1-liter (1108 cc) Renault 5 engine. Due to performance component placement, the spare wheel was relocated from beneath the bonnet to the boot area. The Alpine included distinctive alloy wheels, front fog lamps, reinforced suspension utilizing torsion bars at the rear along with anti-roll bars. Renault quoted a top speed of , which road tests confirmed alongside acceleration from zero to sixty miles per hour in approximately 9.7 seconds.
Renault 5 Alpine Turbo/Gordini Turbo/Copa Turbo
Introduced in 1982, the Renault 5 Alpine Turbo served as a turbocharged upgrade to the naturally aspirated Alpine model. In the UK market, it maintained the Gordini badge. During a 1982 road test by Motor magazine, the car's performance was commended—achieving a top speed of and accelerating from 0 to 60 mph in 8.7 seconds—though its price was considered steep, slightly exceeding that of the larger Ford Escort XR3.
The vehicle was equipped with a turbocharged 1.4-liter (1397 cc) engine utilizing a Garrett T3 turbocharger, which elevated its power output to . Production persisted until 1984, when the second-generation Renault 5 was launched, followed by the introduction of the Renault 5 GT Turbo in 1985.
Renault 5 Turbo
The Renault 5 Turbo represented a specialized mid-engine rally variant, differing from the front-wheel-drive Alpine Turbo and GT Turbo by positioning its turbocharged engine behind the driver. This layout powered the rear wheels and later evolved into the Renault 5 Maxi Turbo. The car employed an 8-valve, 1.4-liter turbocharged inline-four Cléon-Fonte engine, delivering at 6000 rpm and producing of torque at 3250 rpm.
Renault Le Car
Renault operated approximately 250 dealerships across the United States. The North American launch of the Renault 5 occurred in 1976 but faced sluggish sales, leading to a rebranding as "Le Car" accompanied by a marketing strategy highlighting its sporty character and successes in European motorsport.
In January 1979, Renault formed a partnership with American Motors Corporation (AMC) to distribute and service vehicles through AMC's network of around 1,300 dealerships. Positioned against front-wheel-drive subcompacts such as the Honda Civic and Volkswagen Rabbit, Le Car was promoted as an economical yet practical "French Rabbit." It earned praise for its spacious interior, comfortable ride quality, and fuel efficiency rated at [ highway / city]. Advertising campaigns underscored its standard equipment and competitive base price relative to rivals.
The U.S. version featured a detuned 1289 cc inline-four engine producing , which dominated the Sports Car Club of America’s "Showroom Stock Class C" category in 1977. Due to emissions regulations, power output declined to by 1980. Initially available as a three-door hatchback from 1976 to 1980, it underwent a front-end facelift in 1980 and expanded its lineup with a five-door hatchback introduced in 1981. Sales increased from approximately 6,800 units in its debut year to around 37,000 by 1982. While less successful in the U.S., it achieved strong sales in Canada until being supplanted by the Kenosha-built Renault Alliance in 1983; Canadian sales continued through to 1986.
Although primarily marketed in North America under the "Le Car" name, Renault also applied this designation to special edition Renault 5 models released in Europe starting in 1979.
Law enforcement agencies utilized Le Cars as patrol vehicles; for instance, La Conner, Washington police operated three units during the late 1970s to reduce fuel consumption and enhance maneuverability. Similarly, Ogunquit, Maine deployed five Renault 5s for police duties during that era.
Between 1979 and 1983, Heuliez manufactured approximately 450 van conversions called Le Car Van. These featured plastic rear side panels with porthole windows and red velour interiors, offered in configurations seating either two or four passengers.
U.S. Electricar of Athol, Massachusetts converted Renault Le Cars into electric vehicles branded as "Lectric Leopard." These conversions included sixteen six-volt lead-acid batteries providing an estimated driving range of . Primarily targeted at government clients, these electric versions entered the market beginning in 1978.
Chronology
- January 1972: The Renault 5 was launched featuring three-door hatchback variants L and TL. The TL trim offered upgraded amenities such as a vanity mirror, three ashtrays, individually reclining front seats, and a rear window with heating.
- September 1972: The Renault 5 made its debut in the UK market with right-hand drive configuration.
- 1973: The gear selector was moved from the dashboard to the floor area between the front seats.
- April 1974: The R5 LS was introduced, closely resembling the TL but equipped with a larger 1.3-liter engine, improved wheels, H4 headlights, electric windshield washers, carpeted flooring and parcel shelf, electronic tachometer, dual-speed ventilation system, rear wiper, and an illuminated ashtray with lighter.
- September 1974: The R5 LS was renamed R5 TS, adding features like built-in head restraints, black bumpers, a lit heater control panel, front spoiler, clock, opening rear quarter windows, and reversing lights.
- February 1976: The R5 Alpine was launched with a 1397 cc engine incorporating hemispherical combustion chambers and a five-speed manual transmission. Simultaneously, the R5 GTL appeared with a 1289 cc 42 bhp engine, blending TL specifications with selected TS elements such as styled wheels and reversing lamps.
- 1977: Opening rear quarter windows were added to the R5 GTL; an R5 L variant featuring an 845 cc engine was introduced.
- January 1978: The R5 automatic was released—a GTL-based model fitted with a three-speed automatic gearbox and some TS features.
- August 1979: A five-door version of the Renault 5 was unveiled.
- 1980: Five-door models of the TL, GTL, and automatic trims were launched.
- 1982: The R5 TX was introduced alongside the high-performance R5 Alpine Turbo equipped with a Garrett T3 turbocharger, alloy wheels, firmer suspension setup, and disc brakes on all four wheels.
- 1984: The first-generation Renault 5 was succeeded by its second-generation counterpart.
Engines
- B1B 0.8 L (845 cc) 8-valve 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) 8-valve inline-four; power rated at 42 PS (with an option for 44 PS); top speed reaching up to 135 km/h
- C1E (688) 1.1 L (1108 cc) 8-valve inline-four; delivers 45 PS; maximum velocity of 136 km/h; accelerates from standstill to 100 km/h in 21.4 seconds
- 810 1.3 L (1289 cc) 8-valve inline-four; automatic variant produces 55 PS (top speed:140 km/h), manual version generates 64 PS (top speed:154 km/h); manual acceleration to 100 km/h in 15.6 seconds
- C1J (847) 1.4 L (1397 cc) 8-valve inline-four; rated at 63 PS; top speed of 142 km/h; automatic model accelerates to 100 km/h in 21.4 seconds
- C6J turbocharged 1.4 L (1397 cc) eight-valve inline-four; outputs 110 PS; reaches a maximum speed of185 km/h; accelerates to100 km/h in9.1 seconds
- C1J turbocharged high-performance variant of the1.4 L (1397 cc) engine producing160 PS; achieves top speed of204 km/h; accelerates from zero to100 km/h in6.9 seconds
Motorsport
The Renault 5 Alpine participated in Group 2 competition, securing second and third places overall at the1978 Monte Carlo Rally and outperforming formidable Fiat and Lancia rivals.
In1978, Renault launched the rally-specialized Group4 (later Group B) Renault 5 Turbo, featuring a mid-engine layout and rear-wheel drive configuration, sharing only the door panels with the standard model. Piloted by Jean Ragnotti, it claimed victory in its inaugural event at the1981 Monte Carlo Rally. Although subsequently challenged by faster four-wheel-drive cars on loose surfaces, the Renault5 Turbo maintained strong competitiveness on tarmac stages.
Manufacturing in other regions
- Iran
In Iran, the original Renault 5 was produced by SAIPA and subsequently by Pars Khodro, marketed under the name Sepand. The Renault PK was introduced in 2001, replacing the Sepand’s Renault 5 chassis with one derived from the Kia Pride, while maintaining a modified Renault 5 exterior. Production of the Sepand II, which received a facelift in 2000, continued using the original Renault mechanical components as a budget-friendly alternative.
- South Africa
Renault 5 assembly commenced in Durban towards the end of 1975 at Toyota’s local facility, with distribution handled through Toyota's dealership network. The model featured a single 1.3 L engine sourced from the European R5 TS, delivering power rated at SAE. The range included a basic variant equipped with vinyl seating and lap belts, alongside higher-spec LS and LSS trims offering fabric upholstery, vinyl roofs, improved sound insulation, and additional comfort enhancements. The LSS trim added features such as a central console and a fabric sunroof. Due to local content requirements mandating 56% domestic parts at launch, certain elements like rear window wipers and tachometers were omitted. By 1979, the lineup had consolidated to GTL and TS variants powered by a 1289 cc engine producing ISO-rated power.
- Yugoslavia
Starting in 1972, IMV located in Novo Mesto, SR Slovenia, assembled multiple Renault models including the Renault 5 specifically for the Yugoslavian market.
Second generation (1984–1996)
The second-generation Renault 5, known as the Renault 5 (Supercinq or Superfive), debuted in October 1984 amid fierce competition within the supermini segment. Initially offered solely as a three-door hatchback, right-hand drive versions for the UK market became available starting January 1985.
Although it bore resemblance to its predecessor in appearance, this iteration featured an entirely new body structure and platform derived from the larger Renault 9 and Renault 11 models. Designed by Marcello Gandini, it boasted increased overall dimensions, enhanced interior volume, and improved aerodynamic efficiency with a drag coefficient of 0.35. The layout incorporated a transversely mounted engine coupled with MacPherson strut front suspension. A five-door model was added to the lineup in May 1985.
At launch, trim options included TC, TL, GTL, and Automatic versions. Engine choices ranged from a modest 956 cc unit delivering approximately 42 bhp in the TC trim to a more powerful 1397 cc engine producing up to 72 PS in higher specifications. Transmission options comprised four-speed manuals for entry-level variants, five-speed manuals for mid and upper trims, along with a three-speed automatic gearbox. Diesel-powered models were introduced by November 1985.
Although intended as a downsized replacement for the AMC Pacer within the Renault-AMC partnership for the U.S. market, only the earlier model was sold there. Engine variants encompassed naturally aspirated and turbocharged units, including the sporty GTE equipped with a turbocharged 1.4 L engine generating 95 PS.
Premium versions such as the Baccara (known as Monaco in the UK) were outfitted with luxury features including leather upholstery, power steering, electric windows, sunroof, advanced audio systems, air conditioning, and onboard computer systems. The turbocharged R5 models were manufactured at Alpine’s Dieppe facility.
By 1990, the introduction of the Renault Clio effectively supplanted the R5 across European markets. Production was transferred to Slovenia’s Revoz plant while limited engine options and trims—such as the budget-friendly Campus—remained available until production ceased in 1996. The Campus model experienced strong sales particularly in regions like the UK where left-hand drive vehicles such as the Twingo were not offered.
The GT Turbo variant was discontinued in 1991 following the release of the Clio featuring a 16-valve engine. In late 1992, an updated catalytic converter-equipped 1.4 L engine was introduced concurrently with phasing out diesel sales to private customers. After nearly twenty-five years in production, Renault retired the R5 nameplate as it transitioned away from numeric model naming conventions.
The Campus designation was later revived for subsequent Renault models including the Clio II launched in 2005.
Renault 5 GT Turbo
Launched in February 1985, the Renault 5 GT Turbo was a performance-oriented "hot hatch" equipped with a turbocharged version of the 1397 cc four-cylinder, eight-valve Cléon engine, boosted by an air-cooled Garrett T2 turbocharger. With a lightweight design and capable of producing , it offered an impressive power-to-weight ratio, accelerating from 0 to in just 7.5 seconds.
The GT Turbo was identifiable by its plastic side skirts and was known for experiencing turbo lag and difficulties with hot starts, alongside being somewhat demanding to drive. Its engine was shared with the Renault 9 and 11 Turbo variants. Because the standard fuel tank capacity was inadequate for the turbocharged version, an additional auxiliary tank was installed. Other upgrades included an oil cooler, a lowered front suspension by , a redesigned rear "four-bar" suspension that increased track width by , quicker steering requiring only 3¼ turns from lock to lock, and four-wheel disc brakes featuring ventilated discs up front. The car rolled on aerodynamic aluminum wheels measuring 5.5 inches wide, similar to those seen on the Renault Alpine V6 GT.
The Phase II update in 1987 brought a water-cooled turbocharger system that enhanced reliability compared to the previous oil-cooled setup, as well as a new ignition system that raised the engine's rev limit by 500 rpm. These improvements boosted power output beyond and decreased the drag coefficient from 0.36 to 0.35, while maintaining a 0–100 km/h sprint time of 7.5 seconds. In 1989, the interior received a refresh, followed by the limited Raider edition in 1990 which featured metallic blue paintwork and exclusive wheels. Production ceased in late 1991, with the model succeeded by the Clio 16V and Clio Williams.
One of the Renault 5 GT Turbo’s most remarkable accomplishments was its victory at the 1989 Rallye Côte d'Ivoire, representing the sole overall World Rally Championship win for a Group N vehicle.
- WRC victories
| No. | Event | Season | Driver | Co-driver | Car |
|---|---|---|---|---|---|
| 1 | Template:Country data Ivory CoastTemplate:Namespace detect showall 21ème Rallye Côte d'Ivoire | 1989 | Template:Country data FRATemplate:Namespace detect showall Alain Oreille | Template:Country data FRATemplate:Namespace detect showall Gilles Thimonier | Renault 5 GT Turbo |
In competitive motorsport, Roger Saunders and Alex Postan entered the 1987 British Touring Car Championship behind the wheel of a Renault 5 GT Turbo.
Engines
| Body Style | Trim Level | Model Codes |
Engine Code |
Displacement cm3 |
Fuel Delivery | Peak Power CV/at rpm |
Peak Torque N⋅m/at rpm |
Transmission | Brakes (front / rear) |
Curb Weight (kg) |
Top Speed (km/h) |
Acceleration 0–100 km/h (s) |
Fuel Consumption (l/100 km) |
Production Years | |
| Petrol | |||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 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 |
| C Société | S400 | 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 | 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 | 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 | |
| TR / GTR | 07/1987–07/1990 | ||||||||||||||
| 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 | (14") | (5.9) | 09/1984–07/1987 | ||||||
| 'Automatic' | (C403 / B403) | C2J | (1397) | Carburetor Double barrel |
(68) /5250 | (104) /3500 | (3 sp.) Automatic | (800) | (154) | (16" 5) | (6.8) | 02/1985–07/1991 | |||
| 'GTS' | 72 /5750 2 | 765 | (167) | (11" 5) | (6.6) | 09/1984–07/1987 | |||||||||
| '68'/5250 | 165 | 6.1 | 07/1987–07/1990 | ||||||||||||
| 'TS' | (C403) | 72 /5750 2 | 750 | (167) | (11" 5) | (6.6) | 02/1985–07/1987 | ||||||||
| 'TSE' | 09/1984–07/1987 | ||||||||||||||
| 'GT Turbo' | (C405) | (C1J) | (115)/5750 | (165)/3000 | (D/D) | (830) | (201) | (7"6) | (7.4) | 02/1985–07/1987 | |||||
| '120'/5750 | (165)/3750 | (204) | 07/1987–07/1991 | ||||||||||||
| '1.7' | 'Baccara' | (C40G) | (F2N) | (1721) | Carburetor | (90)/5500 | (135)/3500 | (D/DR) | (870) | (180) | (10") | (6.6) | 07/1987–07/1990 | ||
| 'GTX' | (C40G/B40G) | ||||||||||||||
| 'GTE', 'Baccara', 'GTX' | (C40G) | (F3N) | Electronic injection | 95 /5250 | 143 /3000 | 185 | 9" 3 | 7.9 | |||||||
| 'Diesel' | 3 / 5-door | 'D', 'TD', 'Five D', 'SD', 'GTD' | C404 / B404 | (F8M) | 1595 | Diesel aspirated indirect injection | 55 /4800 | 100 /2250 | 5-speed manual | D / DR | 815 | 150 | 16" 5 | 5.1 | 11 / 1985 – 07 /1990 |
| 'D Société', 'TD Société' | S405 | ||||||||||||||
| 'Note:' 1Available also in Italy under Campus, Five, and SC. 2For Italian market, also marketed as Limited, equivalent to Baccara. | |||||||||||||||
Renault Express
The second generation of the R5 lineup featured a panel van variant known as the Renault Express, which was sold across various European markets under different names, such as Renault Extra in the UK and Ireland, and Renault Rapid in German-speaking countries. This model served as the successor to the R4 F6 panel van, which ceased production in 1986.
EBS convertible
In 1989, the Belgian firm EBS manufactured 1,400 convertible Renault 5s, predominantly left-hand drive models. Among these, fourteen were right-hand drive GT Turbo Phase II editions.
Revival
The Renault 5 name was reintroduced in February 2024 with an electric hatchback that incorporates design cues from both the original Renault 5 and the Renault 5 Turbo. An Alpine-branded variant is reportedly under development. The Renault 5 E-Tech earned the prestigious European Car of the Year title in 2025.
Production
Overall production of the Renault 5 and its derivatives reached a total of 9,017,276 units:
| Model | Production Years | Units Built |
|---|---|---|
| Renault 5 French Market | 1972–1985 | 5,276,630 |
| Iranian-manufactured R5 | 1987–1992 | 49,270 |
| R5 Turbo | 1980–1986 | 4,987 |
| R5 Maxi | 1985–1986 | 154 |
| R5 Society | 1975–1984 | 218,795 |
| Siete (Spanish four-door R5) | 1974–1982 | Approximately 30,790 |
| Supercinq | 1984–1996 | 3,436,650 |
| Year | R5 (excluding Society & Turbo) | Society (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 |