Michael Angel Vazquez
I have always grown up with an R5 at home. First there was a 950, then a GTL which became my first car, and Currently, a Cup that the Kings brought me just now 6 years ago. Therefore, I have a special affection for this car. Taking advantage of the occasion, it seemed like a good idea to start my work at LA ESCUDERÍA talking about it, and about the most evolved version of all those produced in Spain: the Cup.
We will go back to the Renault of the late 60s, when they began to think about an evolution of the R4: it was the Project 122. In Spain we would have to wait until the spring of 1972, to the Barcelona Motor Show, to find out what this initiative had taken shape: the new Renault 5. Two versions were shown there, one of 782 cm3 (with an engine from the 4/4, with only 30 CV) and another of 956 cm3, with a Sierra engine similar to that of the R8. Finally, the model went on sale in October only in the 956 cm3 version, under the trade name 950.
According to the advertisement, Deciding on a Renault 5 meant doing it for a new, more intelligent way of living. The concept of “utility” was born: a car useful to its owners, with anatomical reclining seats that can be transformed into a bed, washable upholstery, a boot capable of tripling its capacity with one gesture (270 to 900 liters by folding down the rear seats). Its length (3,5 m) and short turning radius (4,9 m) made it essentially manageable in the city.
All these characteristics were very new in Spain at the beginning of the 70s, if we take into account the cars that dominated our streets at that time: 4/4, Gordini, R8, 600, 850, Simca 1000, 2CV ... If we add to that front wheel drive "To go as on rails", rack steering, front disc brakes and automatic brake limiter; Four-wheel independent suspension with torsion bars, hydraulic shock absorbers and stabilizer bar, and a consumption of 6,8 liters per 100, it is not surprising that the little Renault quickly became a success. "To know him is to love him", read the slogan on the ads.
THE RANGE
In 1975, the range was extended with new engines and equipment: TL (956 cm3), GTL (1.037 cm3) and TS (1.289 cm3). The latter It was almost a small "luxury" sports car, with a double-barrel carburetor, a 64 hp engine and a very complete equipment. It had long-range iodine headlights and flashing lights. warning, electronic rev counter, partial totalizer, rheostat to regulate the dashboard lighting, heated rear window, rear window wiper, two-tone horn, two-speed fan, illuminated heater and cigarette lighter controls on the center console or lighting in the ashtray . In addition, it equipped "integral" seats with central hole headrests (popularly known as mummy seats), and carpeted floor and boot.
Readers will say why do I focus on such a detailed description: because All those things that are common in today's cars, at that time they were real luxuries (watch out for the ashtray with light!). The estimated consumption of the TS was 7 l / 100 to 90 km / h, on moderately rough terrain; and its maximum speed, 150 km / h.
PROBLEMS WITH BRANDS: THE COPA IS BORN
Since the 60, Renault has promoted motorsport through its National Cups. In Spain, and until 1976, the base vehicle for Cup races was the R8 TS. However, for that year's season, the model was already too outdated. In France, a new sports version of the 5 had just been launched, developed in Dieppe by the brand's racing department: the R5 Alpine.
At the end of 1976, FASA presented its version of the 5 Alpine. The British brand Sunbeam, of the Rootes Group, also had a convertible two-seater model with the same name. For this reason, it did not allow the R5 to bear that name in the United Kingdom or in Spain (I do not understand why nothing happened with the berlinettas A110). There it was called R5 Gordini and, in Spain, R5 Copa, surely that name was chosen to promote the races.
The strict control of foreign trade by the Administration meant that the only possible way to assemble the Copa at the FASA factory in Valladolid was to import cylinder heads and unmachined engine blocks from Alpine, and the cutting of the gearbox from Renault France. In 1977, andThe 5 Copa was scheduled to replace the 8 TS, but the first units arrived late and some races had to be delayed.
IT'S A SPORTS
If we compare the Copa with the lower versions, the differences are radical: 1.397 cm3 engine. with hemispherical cylinder head, capable of yielding 93 CV (at 6.400 rpm); Weber 32 DIR 58T carburettor; replaceable wet liners; compression ratio 10:1; 5 bearing crankshaft; five-speed gearbox from the R16 TX...
Externally, what attracts the most attention is its black skirt with integrated fog lights (remember that at first the R5 had short light gray bumpers), its matte black front hood and its colors: orange (only in a short series of the first units), white or yellow (the most common). In addition, wide wheels (5,5" with a 13" radius) and 155/70 size tires (145 on the TS and 135 on the TL).
Inside, a very complete picture of clocks with a blue background (in the first series, until 1979), three-spoke sports steering wheel, additional clocks on the center console (temperature, oil pressure, and ammeter), “harmonium” type accelerator pedal.
For 1979, The entire range of the R5 was remodeled, modifying dashboards (being similar throughout the range) and interiors. From then on, the Copa equipped seats that appear sporty and enveloping (the truth is that they are soft and do not hold much in curves) called petal. In addition, its clock panel began to have only orange lettering and the three indicators on the center console remained at two: oil pressure and ammeter. Also it was used to reinforce its front part, which tended to deform due to the efforts in sports use.
El additional equipment for the National Cup It consisted of front and rear towing rings, roll bar, harness, electrical circuit breaker, bonnet safety fixings, partitioned crankcase, right mirror, self-ventilated front disc brakes and air ducts from the spoiler; rear disc brakes; oil radiator, reinforcements in the fixing of shock absorbers, these of different settings; larger diameter suspension and stabilizer bars; lower height; special exhaust system for circuit and wheels of different design (like those of the R12 TL), with greater separation between bolts.
THE TEST OF THE RENAULT 5 COPA
The one who illustrates this report It is a Street Cup from the second series, from 1979. As exterior extras, it has the additional long-range headlights of the TS, the type wheels turbine of the Alpine Turbo (although there was a small atmospheric series in France that carried them), the side stripes of the 1982 range and the small spoiler finishing off the roof, which was a common accessory of the time. Regarding mechanical extras, it brought a common preparation in those days, which could get an additional 10 CV: an “Iresa” (that is, a special exhaust manifold), and the modified intake.
The first time I got behind the wheel, I was struck by the warning in capital letters in the instruction manual: “The Renault 5 Copa is a "SPORTS" version of the Renault 5 range. Derived from the models described in the Basic Use and Maintenance Manual, it differs essentially in its high-performance engine and a particular mechanical design that make it a true sports vehicle. As for driving, it is carried out as in the other models in the Renault 5 range, but do not forget that it is a high-performance vehicle and that it will require an adaptation period”.
and it was true. I was used to my trusty 1984 GTL and the Copa had more than twice the power (45 hp vs. 100). The interior was almost the same: the same controls (well, the clocks in orange instead of white, the accelerator "harmonium" very vertical). When I turned the ignition key, it started me on the first try (rare in cold Renaults!). Its rough and serious sound caught my attention, almost like a racing car, and the suction of air through the carburettor when you step on the accelerator a little. Captivating!
I went to put the first and what a strange course the lever had! If the marches are diagonal! I sped up a bit by releasing the clutch, and the wheel squeal was spectacular! The 100bhp was no joke, and I didn't want to think what it would be like to drive out of a traffic light without scaring anyone. At first it's a bit difficult to adjust to the feel of the clutch and the gear travel, but he quickly gets the hang of it.
Maneuvering with him cost me. Its steering is much harder than a normal R5 and it turns very little (the turning radius between curbs is 9,54 meters: almost double that of a GTL), with a 17 to 1 ratio. fast, and that gave me a little scare when approaching the roundabout next to the house, since, accustomed to the GTL, I almost got crossed from the swerve I gave. Regarding the suspension, it is very hard.
TO ENJOY
Once underway, you forget its "flaws". Although it is true that the diagonal change is imprecise and that in sports driving it is easy to confuse the 3rd with the 5th (the tests of the time criticized it). In addition, over time the linkage becomes out of adjustment and the failure worsens.
In quiet driving, the road is a delight. (And if it's a twisty mountain area, the enjoyment is extraordinary.) You can ride in high gears without problem because the engine pushes hard from low revs. It performs perfectly in today's traffic without having to envy anything modern cars in terms of performance.
Just use in summer can be somewhat overwhelming, because of the hot interior (the exhaust manifolds give off hellish heat) and the absence of air conditioning. The use in the city is penalized in maneuvers by the lack of power steering and the huge turning radius, and by the nervous character of the car.
IN CIRCUIT
I have also had the opportunity to enjoy my Cup several times at the Jarama, (almost the natural habitat of this model) feeling a bit Luis Pérez Sala or Luis Villamil (Renault Cup champions in 1980 and 1981 respectively), taking all the juice. On the straight it was possible to skim 180 km / h.
By the time we pass 2.500 revolutions it seems to transform and takes all its nerve. The engine begins to roar and the exhaust to backfire a little. It gives the impression that the carburetor is going to suck us from one moment to the next. You can see the thrust of the input of the second body of the Weber, and you can see its sportiness speeding up the gears to almost 6.000 revolutions (there begins the "red zone" of the rev counter, marked up to 8.000 laps).
The stability is far superior to that of the other Renault 5: it swings much less. The bad thing is that if we abuse this use, its consumption skyrockets. The factory announced 5,6 at 90 km/h, and 8 at 120 km/h. With a tank capacity of 38 liters, they said that it had a range of more than 500 km... The truth is that when I just did 300, I start desperately looking for a gas station!
THE NUMBERS
The Copa was one of the most expensive cars on the Spanish market at the end of 1977. It cost 500.000 pesetas, a price only surpassed by its brother, the Alpine A 110, the Citroën CX, and some versions of the SEAT 131 and 132. Reference models of Spanish luxury cars at that time. Its price went up throughout production and the last copies of 1982 went for 970.000 pesetas. In total, the units manufactured in Spain were barely 2.000. Today it is unknown how many survive, but it could be much less than 500. One in good condition is valued at more than 10.000 euros.
In 1982 the 5 range was renewed. The displacements were increased. The TX replaced the TS and the Turbo Cup appeared, ushering in a new era in terms of small high-performance utility vehicles, but that's another story.
In total, 5,4 million units of the Renault 5 were sold worldwide until 1984. Very few vehicles have been in production for more than a decade without interruption. The following year, a completely different model was marketed, but which retained its essence and name: the Superfive, thus initiating Renault the tradition of maintaining the name of a successful car in new cars, as is now the case with the Clio or Megane, for example. The R5 was already an automotive myth.
Photographs by Miguel Ángel Vázquez, Sandra Carrillo, Autobild y Renault.
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