Miguel Sánchez
The victory in the 24 Hours of Le Mans of the Alpine A442 proved Renault right. Not surprisingly, it had rescued turbocharger technology with great zeal, forgotten by the racing world since it was widely used by aviation decades ago.
Thus, the efforts made by the diamond-shaped company in relation to the use of engine gases were bearing fruit, placing its mechanics ahead of atmospheric ones and even those equipped with a volumetric compressor.
In addition, in 1977 Renault had already presented its RS01. The first turbocharged F1 car, it opened the door to a true technological revolution in the premier class of motorsports. What's more, facing 1981, even Ferrari had its own design on the starting grid with this type of supercharging.
With all this, in the French house they decided to apply that technology developed in the circuits to their series models, thus opening the door to a wide variety of sports versions for segments B, C and D.
In short, one of the biggest range overhauls ever presented by any manufacturer, largely establishing what European motoring would become during the 1980s.
However, if among all that panoply of vehicles we had to choose a representative, possibly this would be the Renault 5 Turbo. Launched on the market in 1980, its design was very different from that shown by the vehicle from which it came. And it is that, not in vain, the front engine had been changed for another in a central position connected to the rear axle.
In this way, it went far beyond what the R5 Alpine had promised, becoming a true racing car ready to leap to the top of the World Rally Championship. And indeed, it did.
In fact, Like what happened with the Audi quattro, this model jumped from Group 4 to Group B improving its benefits more and more with successive versions. What's more, with the Maxi Turbo the Renault 5 reached its paroxysm, being one of the most promising models of the moment.
However, following the sudden ban on Group B racing in 1986 - triggered by the fatal accident involving Henri Toivonen and Sergio Cresto - everything related to the R5 Turbo in the World Championship was out of the question.
A situation as unforeseen as it is complex to which Renault responded by encouraging the performance of its R11 Turbo approved in Group A. Undoubtedly, one of the protagonists in the consequences of that sudden stop ruled by the FIA after the Rallye de Córcega.
RENAULT 11 TURBO GROUP A, A MACHINE IN THE STORY OF JEAN RAGNOTTI
Towards the end of the 5s, Renault identified a promising niche market between the R12 and the RXNUMX. Robert Opron was commissioned to design a compact car intended for what we would now call the C segment.
As a result, in 1982 the R11 was finally presented with the R9 as a complement with a three-volume body. A model whose range was quickly equipped with a Turbo version, as required by the fees dictated by the Renault of the moment.
In addition, it is interesting to see how, despite the omnipresent nature of the R5 Turbo, the R11 Turbo was approved within Group A as early as April 1984. A fact that we can observe thanks to its record in the FIA Historical Archive, where it is registered as approved until January 1, 1993 with a total of 30 updates in all kinds of elements.
And wow, the truth is that it is interesting since, if we compare the dates with those of the competition registration, we see how the R11 Turbo was not used by the official team until 1986. Precisely, coinciding with the end of Group B.
Something that gives us a sense of the importance of the R4 Turbo, but at the same time, a certain foresight on Renault's part.
Regarding the engine, it yielded 185 CV at 6.800 revolutions per minute applying a Garrett T2 turbocharger to the Cleon Fonte block with four cylinders in line and 1.4 liters. All this for a weight set at only 900 kilos. In short, a restrained example of Group A in contrast to the incredible figures produced by Group B.
In short, just the downward step led by the end of that approval although, to tell the truth, that was the logical consequence of obvious security failures. Both in that of the pilots and that of the public. Nevertheless, the teams adapted and at Renault Elf Philips they continued to trust Jean Ragnotti to drive the R11 Turbo Group A.
A protagonist in three of the four victories achieved by the R5 Turbo in the World Rally Championship -one in Monte Carlo and two in the Tour de Corse-, this essential man for understanding Renault's history in gravel racing managed to give the R11 certain notoriety in the 1987 Montecarlo. Event in which he managed to finish eighth overall as well as second in his class.
Results and performances not as spectacular as those achieved with Group B. True. But, after all, here yes we are talking about a competition vehicle directly derived from another manufactured in large series. Not a true high-engineered machine created in short run for the World Cup. Precisely, the most evident contrast between Group B and Group A.
Photographs: Renault Classic
