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The Danger: Renault 5 GT Turbo

We know in depth the R5 GT Turbo with nothing more and nothing less than almost a dozen units in perfect magazine condition.

R5 GT TURBO TEXT: JAVI MARTÍN / PHOTOS: THE TEAM AND MORE

We are going to be completely honest from the beginning and we are going to recognize, although many are unable to do so, that the car is a tool. It is an artifact that serves to transport people (and things) from one place to another quickly, comfortably and to a certain extent economically. Just take a look at the sales charts and we will see that the best-selling cars are, let's say, normal. There are no passionate cars, nor sporty or whose design is something special or out of the ordinary. 

A clear example that we can use to illustrate this is the case of the BMW 1 Series. This car was tremendously special, the only compact drive with a longitudinal engine and almost in a central front position. However, the third generation threw that personality away and turned it into a traditional compact, with a transverse engine and front-wheel drive.

Why such a drastic change? Well, according to the brand itself, its buyers neither knew nor were interested in which wheels were driving the car. And the best-selling version, by far, was the 116d, with a 116 hp diesel engine. Finally, the most commented complaint was the lack of interior space, which was weighed down by the transmission tunnel.

It may be striking and difficult to understand these types of decisions, but manufacturers live by selling cars and fans We are bad, very bad buyers. With the rise of SUVs, the same nonsense takes place (for those of us who love motorsports), especially with those who advertise "sports versions": They are concepts that are given of noses, but that are sold like hotcakes. However, even in this very fashionable segment, the most equipped and powerful variants with the least sold, quite the opposite. This makes it clear that, like it or not, cars are tools. Expensive and large, but tools.

And now you wonder Why are you giving me the badge with all this? Well, you see, we are wondering how it is possible that a car can become an object of desire for an entire generation if we take into account its reputation for being dangerous and having been the victim of numerous accidents in its time. And we say victim, because the Renault 5 gt turbo (finally we entered flour!) It was not the cause; In reality, he was a victim of drivers who, as happened with the change from the SEAT 850 to the SEAT 124, were not prepared. 

TURBO! Services with some delay

The 80s was the turbo era; no matter who you ask, there is no question about it. The Group B and their wild supercharged engines were vented by the sections of the World Rally Championship, the Formula 1 single-seaters made those responsible for the FIA ​​hysterical with their engines of more than 1.300 CV. For its part, the American MSA had been leaving people and strangers speechless for some time with its insane figures. And on the street, there was a clear boom in turbo engines. 

It was precisely in the 80s when the word turbo on the sheet of a car acquired that special aura. That anagram made a different car. Yes, okay, today there are turbos even in coffee machines, but the way to implement it and the objectives are not the same. Back in the 80s the turbo was only to increase performance as it was done in competition, it was technology out of the circuits and its sporty nature was almost mandatory. And Renault knew how to exploit that relationship with the competition like no one else. 

Surely you are thinking about him Renault 5 Turbo but, in reality, the application of this system in the engines of the brand of the rhombus has its beginning some time before, with the Renault 18 Turbo of 1980, mythical among the mythical. Obviously, we are talking about street cars; In competition, the French firm started much earlier, at the beginning of the 70s. But we are not going to go so far back in time because, as we said, the consolidation of turbo technology happened precisely in the 80s. Renault is the best example, and probably the strongest: the aforementioned R18 Turbo in 1980, the Renault 5 Alpine Turbo in 1981, the mythical "Fat Ass" also in 1981, the forgetful Renault Fuego Turbo in 1983, the Renault 11 Turbo in 1984 ... 

We could still mention some more, such as the Renault 9 Turbo, which unfortunately did not arrive in Spain; or the Renault 21 Turbo, which surprised locals and strangers, or the very rare Safrane Turbo, already in the 90's. But none of them, except perhaps the 21 Turbo, had such an impact on the market and among fans As the Renault 5 GT Turbo.

El R5 GT Turbo It is, perhaps, the best representative of that crazy golden age of the turbo. A small car with a striking design and performance that caught many rivals with a changed pace. And it is possible that it was precisely that, the surprise, that made the 5 GT Turbo quickly become a myth. Was this car really that fast and so delicate to drive? Was he really so far above his rivals or is it all a thing of his revered memory? 

Renault 5 GT Turbo, the «soplillo»

This is 1984 and the little R5, one of the biggest hits in the automotive industry, was facing its end after having been on the market for more than 10 years. It had sold more than five million units. His replacement was, as one might expect, quite an event, and the magazines soon began to speculate and even publish all "spy". 

Yes, that spy photos is not something on the Internet: The automobile industry moves millions and some watch over others, while fans are witnesses of so much "give and take". Thus, for the development of the new Renault 5, or rather, the Renault Supercinco, as the advertising of the time called it, the firm spent 80.000 million of the old pesetas, about 480 million euros. Not in vain, he had before him the replacement of a car that had become a social and cultural phenomenon.

One of the most curious data that we find from the moment in which the Renault Supercinco was put into circulation, are serious economic losses that put on the table the need to carry out 10.000 layoffs. A situation very similar to the one that existed when the Renault 5 Prototype was presented. Chance? Perhaps, but what was no coincidence was the presence of Turbo version in the Paris Motor Show along with the rest of the variants, which was destined to run the single-brand cup of the 85 season. It was the replacement for the Alpine Turbo, the Renault 5 Copa Turbo in Spain to refer to the cup that was run with they. By the way, it was these, the first generation Turbo Cups, which, it was said, the turbo jumped when reducing. But it's hard to believe: As it is well said in our video, the turbo is not only if you do not accelerate, it is physical.

It did not take long to present the production version, which was nailed to the eye at the Paris Motor Show both aesthetically and technically. Seen now, the car is very eighties, but at the time the Renault 5 gt turbo it was all aggressive with its flaps, side skirts and specific bumpers marked, as fashion dictated, by a red stripe. It also obviously sported the word "turbo" really big on the rear window. There were things that were not by simple image, like the flaps, which increased the total width and allowed to widen the tracks and use larger wheels. These draw a lot of attention today because of their small size, since they were 13 inches and 175 millimeters wide (today it is difficult to find sports versions with less than 18 inches).

Under the hood the R5 GT Turbo It featured a small block, a 1.397 cc four-cylinder powered by a single-body vertical carburettor and a Garrett T-2 turbo. A very similar engine to that of the Renault 11 Turbo and also, although only in France, the Renault 9 Turbo. The layout was very archaic, with lateral camshaft and overhead valves controlled by tappets and rocker arms. At first it developed 115 CV (FASA declared 117 CV in Spain) for a really low weight, no more than 900 kilos. It thus achieved more than respectable performance, dropping from 30 seconds to complete the kilometer and hovering around 8 seconds to perform the sprint, announcing a top speed of 200 km / h. Later, in a second series, the power reached 120 hp, round figure and certainly shocking.

The mysticism of the R5 GT Turbo

Quickly, the Renault 5 gt turbo began to carve out a fame that has accompanied him to this day. As we have said, Renault was possibly the brand that most bet on turbo during the 80s. Even today it continues to bet on this supercharging system in its sportiest models (the Mégane RS in all its generations, the Renault 25 Turbo, the Safrane Biturbo…). Not in vain was it the first manufacturer to use this technology in Formula 1 and that connection between competition and production models had to be exploited. This is how it had been doing since the early 80s and would continue to do so until the arrival of the Renault Clio Williams, whose 2.0 hp 16 1-valve engine (also in direct connection with F150) was atmospheric. Motor by the way that also took the first generation of the today neglected Mégane Coupe for its more performance version.

Compared to rivals, the Renault 5 gt turbo stood out in several sections. For instance, it beat the entire segment in acceleration, it was much more impressive when it came to driving "on the attack" and it had a very interesting price and far below the prince of sport utility vehicles: the Peugeot 205 GTi. This compatriot was, at all times, the reference against which the R5 GT Turbo faced, since the 205 GTi came to yield 130 hp extracted from a 1.9 atmospheric block (the first generation had 115 hp when mounting a naturally aspirated 1.6 engine ).

The 205 GTi was the only one that could be measured with the 5 GT Turbo, the rest were below in performance. The Citroën Visa GTi, for example, had 105 hp in its first variant and then reached 115 hp, while the Ford Fiesta XR2 it did not exceed 98 CV. For his part, FIAT One Turbo It had similar power but other problems made it slower than the Renault, although it also ended with the same reputation as a dangerous and difficult to drive car. If we browse the tests of the time, we can appreciate that both models had a very similar personality, marked mainly by the presence of a turbocharging system with a clear delay in its entry into action, therefore equipping engines that were not very progressive and that, sometimes, they surprised less experienced drivers.

Thus, putting ourselves in a situation and with the perspective that time offers, We can understand why the R5 GT Turbo was able to acquire such a reputation as a dangerous car. Spanish drivers were not used to this type of car, they came from less powerful machines with atmospheric propellants, much more progressive and smoother in their operation and, consequently, easier to drive. The only turbo engine that we can consider "explosive" before the GT Turbo was, curiously, something from Renault and also was mounted on a 5. However, its price, like that of the Porsche 930 Turbo, moved it away from the common one. mortal and connected him more with owners accustomed to fat cars.

Serve to finish locating that the R5 GT Turbo It accelerated like a Nissan 300 ZX and surpassed the SAAB 9000 Turbo 16. But it also had its shortcomings: The Supercinco was articulated on the platform of the Renault 9 and Renault 11, compact and not utility. On the other hand, it had such small wheels that it had problems cooling the brakes and managing the power reaching the front axle. And the latter was aggravated by a direction that was not particularly precise. It is difficult to make clean lines with the Renault 5 GT Turbo, especially if the accelerator is abused in support (in the middle of the curve) and you have to constantly correct with the steering wheel. Also criticized at the time - persisting today - the sensation of buoyancy of the front axle and, at that time, very hard suspensions. Again as we say in the video, if you want to take the GT Turbo fast, you have to be moderately expert. And the young Spaniards who flocked to the dealerships of the French brand did not have to be.

Phase 1 and Phase 2, small differences

So, brave we, we got down to work to make this report GT Turbos with some quality material, if possible. We were looking for a couple of cool cars. The surprise came when we found four units, which were later joined by another one, and then another four. But don't just drive at all the team that was presented to us was spectacular: Renault 5 gt turbo phase 1, phase 2, one transformed into a Cup and nothing less than a French Phase 3 in an enviable state. Then others in very rare and preserved colors, as well as strongly modified specimens. youcities for all tastes. Finally, each one with a particular story to tell, like the one in Phase 2 that was bought completely tuned and in a rather regrettable condition, but which today looks like it came out of the dealership. It is the one that you have been able to see a little higher.

We were lucky enough to ride in that car and for Rafa, its owner, to give us a ride. We must say yes that its reputation for fast and somewhat delicate cars is deserved. However, the R5 GT Turbo It is surprising for the suspension set, which is not as hard as it is said in the tests of the time. It is also surprising because, although there is a kick, it does not seem to be as exaggerated as you would expect. Perhaps it is the custom and having climbed on all kinds of machines "contaminates" the sensations a bit. Anyway, They are cars that drive a lot, without a doubt.

Of course, the luck of having all these units together and with the freedom to tangle here and there is that it allowed us see the small differences. Owners Renault 5 GT Turbo, in this case, true fans of the model who know it down to the last screw, they were telling us where to look to recognize each version, each modification. If you know what changes, it is easy to know if you are facing a Phase 1 or a Phase 2; and if you fully know the originality, you can detect the usual modifications and others that are not so.

Regarding the differences between phases, We find the first difference in the front, where the grille and the bumper itself change. In Phase 1 we see a small Renault logo in the center and the version badge on the right (on the left if we look at the car from the front). In the second series the Renault logo passes to the left side and the version badge disappears, while the shape of the grille is different. In the case of the bumper, Phase 1 has the traditional and very eighties red line that Phase 2 does not have (instead there is a black rubber strip). Also, the fog lights (selective yellow) are smaller in Phase 2 and add a small lower lip.

There are other small details that allow you to recognize a R5 GT Turbo Phase 1 although it has the front bumper of a Phase 2, something quite common. If we look at the molding of the rear wheel, we will see that it has a false grille, pure props, but we can also see how this molding reaches under the body to "merge" with the heel. On the other hand, in Phase 2 there is no false grill and there is no fusion with the heel, which cuts the molding that goes down from the wheel arch until it reaches it. That's not counting the slotted molding under the lights or the red strip that also has the rear bumper. Things that Phase 2 does not have. If we want to go a little further, Phase 1 has the model name below the license plate and listed to the left, while Phase 2 has it on the gate at the height of the license plate.

And this in terms of aesthetic changes. Regarding the technicians there are also modifications but they cannot be seen with the naked eye. The suspensions, for example, are different from one to another, as are the dimensions of the front axle or the placement of the ignition unit, which changes its position from one series to another. As for the latter, and how it counts our good friend Guillermo Alfonsín In this video (along with other very interesting things that help us to complement this comparison), let's say that it was not very well placed in Phase 1 ...

Renault 5 GT Turbo Specials: Replica Cup and Carol's blowout

El Renault 5 gt turbo Replica Cup, as you have seen in the initial video, it is a transformation starting from a Phase 1 to which its owner has been changing things such as suspensions or tires, always looking for the maximum possible fidelity to turn it into a replica of the Cup cars. A unit that has finished as it is out of pure passion, as its own owner, Manu, tells us, after having watched the Cup races from the top of the Jarama circuit in Madrid.

Cup, Cup, Cup ... How could you forge so many hobbies with so few resources? Renault taught us that sportsmanship, and even competition, was within everyone's reach. Although it was logically for a commercial reason, he made us feel as if the sports car of our dreams was even a racing car. Actually, if the superfluous was removed, the turbo pressure was increased and the suspension was stiffened, among other small adjustments, it was.

This Copa is an example of modification on an original base and following patterns that, including the sun visor, try to recreate the racing reality of the R5 GT Turbo as much as possible. Another way to customize a puff is to make it like Carol: Her Renault 5 gt turbo Phase 1 Silver retains a very rare original silver color whose support has been spiced with beautiful Clio Williams wheels. They are more modern but they don't look bad, right? Add some color accents to the engine, a better audio system, custom steering wheel and gear shift knob, some stuffed animals for ambience, and finally, the original signature of the almighty Ragnotti in the center of the dashboard, we have a different R5. Vivid expression of the personality and talent of its owner.

Finally within this section of modifications, we would like to mention the two R5 GT Turbo Stage 2 brought by Borja -who we will later distinguish from Borjita- and Juan Carlos. The first is a personal project of its owner, who is taking it to perfection levels that are simply typical of a true fan of the model and that we will show you at another time. Based on a vast knowledge, the car is full of improvements, mainly mechanical, to get the turbo blowing to 1.2 without compromising reliability and stability. Seeing it is a real delusion: If the R5 GT Turbo can already be considered sleepers in itself, this bug is twice as it is giving a power figure close to, if we remember correctly, 150 hp. Regarding Juan Carlos' rocket (which you have been able to see a little above), it has also been improved, although focusing more on the chassis section. In the photos you will recognize it by the irreplaceable Braid rims that it has mounted.

Encounters in the third phase

Other 'puffs' that were dropped by our test were two Phase 3. As the enthusiasts of the R5 GT Turbo, calling the last units “Phase 3” is not entirely correct, because in reality they are a Phase 2 manufactured at the end of the commercial life of the model. These late examples had some modifications compared to earlier ones, such as a red upholstered floor (available in combination with some colors; the blues, reds and grays did not have it, for example) and, among others, different parasols. In addition, they mounted rear seat belts.

Let's start with Borjita's turbo, As you may have seen, he accompanied us with his father with two more cars, an F1 and an F2. The differences with the unofficial F3 are found mainly in the interior: Apart from the carpets in red, the upholstery is different and seems more resistant than that of its predecessors. And then this car even has another little R5 inside it, a miniature that really doesn't lack detail 😉

Next to him, the exotic example of the day: Borja's French R5 GT Turbo stage 3. The French GT Turbos were, so to speak, more posh than the Spanish. This can be seen in the sun visor mirrors or in a better trunk trim, among others. Likewise, there are differentiating exterior details such as… (). In general, it could be said that it is a little more luxurious, in this case also showing off the note of distinction that its sports steering wheel gives it and, above all, its very rare Compomotive tires.

Epilogue: A Compressed Dose of Sportsmanship

We, apart from the kindness and kindness of its owners, we would stay with the GT-Turbo that they gave us, we are not going to deceive. It is a mythical car, surrounded by legends and a worthy representative of the turbo eighties era. A true distillate of sportiness within everyone's reach. Its dangerousness has diminished with the passage of time, which indicates that it was only real in a certain time and society, ours at the end of the XNUMXth century.

A car that, having been able to have so many at our disposal and know them in detail, we can assure that it has its well-deserved reputation. Of course, now we like it more than ever and we understand that an entire generation dreamed of it. Leaving aside sizes and sophistication (in view of everything perhaps unnecessary), it is the perfect recipe to enjoy.

 

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Written by Javi Martin

If you ask me where my love for motoring comes from, I wouldn't know how to answer. It has always been there, although I am the only one in the family who likes this world. My father worked as a draftsman in a metallurgical company with a lot of auto parts production, but there was never a passion like I can have.

I really like automobile history and I am currently creating a personal library dedicated exclusively to motor history in Spain. I also have a huge collection of scanned material and have written the book "The 600, a dream on wheels" (Larousse publishing house).

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