If you saw a standard Renault 5 in a Parisian alleyway in 1972, you’d probably think it was cute. It was a "shopping trolley" with plastic bumpers and a tiny engine designed for tight streets. Then Renault Sport decided to lose their minds. They didn't just tune it; they ripped the car's soul out and replaced it with a mid-mounted fire-breather.
The Renault 5 Turbo rally car is basically a Frankenstein’s monster of the automotive world. It’s a tiny hatchback that thinks it’s a supercar. Honestly, it shouldn't work. But it did.
The Mid-Engine Madness
Most people assume the Turbo was just a beefed-up version of the front-wheel-drive economy car. Wrong. To make this thing competitive against the monsters of the late '70s and early '80s, Renault moved the engine.
They literally threw out the back seats.
In their place, they sat a 1.4-liter turbocharged Cléon-Fonte engine. By moving the weight to the middle, they created a rear-wheel-drive beast with a short wheelbase that could rotate on a dime. It was agile. It was twitchy. It was terrifying.
Why the Renault 5 Turbo Rally Car Still Matters
You’ve got to understand the context. In 1981, the rallying world was changing. Audi was just starting to prove that four-wheel drive (Quattro) was the future. Yet, at the 1981 Monte Carlo Rally, Jean Ragnotti—a man who basically drove sideways as a hobby—took the win in a rear-wheel-drive Renault.
He beat the Quattros. On snow.
That single victory cemented the car’s legacy. It proved that light weight and balance could sometimes trump raw grip. The works cars eventually pushed out 350 horsepower in the "Maxi" variants, which is insane when you realize the car weighed about as much as a bag of feathers (roughly 905kg for the Maxi).
The Evolution: From Group 4 to Group B
The car didn't just stay the same. It evolved through several wild iterations:
- The Turbo 1: The "pure" one. It had a wild Bertone interior with a futuristic dashboard and aluminum body panels. Only about 400 were needed for homologation, but they built more because people went crazy for them.
- The Turbo 2: This was the "budget" version. Renault swapped the exotic aluminum for steel to save money. It used the standard R5 interior. It was heavier, but just as fast in a straight line.
- The Maxi 5 Turbo: This was the final form. Built for the peak of the Group B era in 1985. It had a bigger 1.5-liter engine and a massive front air dam with enough lights to see into the future.
What Most People Get Wrong About Driving It
There’s a myth that these cars are easy to toss around because they’re small. Kinda.
Actually, the turbo lag is legendary. You plant your foot, wait three business days for the Garrett T3 turbo to spool up, and then—BAM—all the power hits at once. If you’re mid-corner when that happens, you’d better be Jean Ragnotti or you’re going to meet a tree.
It required a specific "point and squirt" driving style. You’d brake hard, rotate the car, and then pin the throttle early so the boost kicked in just as you straightened out.
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The Technical Weirdness
Renault was broke at the time. Well, maybe not broke, but most of their budget was being swallowed by their Formula 1 program. Because of this, the Renault 5 Turbo rally car was a bit of a parts-bin special.
- The rear suspension? Borrowed from the Alpine A310.
- The gearbox? A modified unit from the big, luxury Renault 30.
- The engine? A pushrod 4-cylinder that was technically "old tech" even in the 80s.
Somehow, this cocktail of random parts created a giant-killer. It was a "poor man's Lancia Stratos," and in many ways, it was more iconic because it still looked like the car your grandma used to go to the grocery store—just with wider hips than a 1950s Cadillac.
Practical Insights for the Modern Enthusiast
If you’re looking to get into the world of the R5 Turbo today, stay sharp. Prices for original Turbo 1s have gone into the stratosphere.
Watch out for:
- The "Turbo 2" vs "Turbo 1" Trap: Collectors pay a massive premium for the Turbo 1 because of the aluminum skin and the funky Bertone interior. Don't pay T1 prices for a T2.
- The 8221 VIN: There’s a rare batch of Turbo 2s (chassis 8221) built to homologate the Maxi. These have aluminum roofs and are the "holy grail" for people who can't afford a full-blown Maxi.
- Rust: These cars were built in the 80s in France. They love to dissolve. Check the sills and the rear shock towers religiously.
The Renault 5 Turbo rally car isn't just a piece of history; it’s a reminder of a time when engineers were allowed to be slightly insane. It was the underdog that barked the loudest.
If you want to experience the spirit of this car without spending six figures, look into the modern Renault 5 E-Tech or the "Turbo 3E" concept. They won't give you the smell of unburnt petrol and the kick-in-the-pants turbo lag, but they capture that wide-body, pugnacious look that started it all.
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For those actually buying one, get a specialist to inspect the mechanical fuel injection (Bosch K-Jetronic). It’s a finicky system that hates sitting idle. If the car has been in a collection for years without running, expect to spend a fortune getting that fuel system back in harmony.
Actionable Next Steps:
- Verify the VIN: If looking at a "Maxi" replica, check if the base was an 8221 chassis to ensure you're getting the lightweight roof.
- Inspect the Turbo: Look for smoke on deceleration, a classic sign that the Garrett T3 seals are shot.
- Join the Community: Groups like the Renault Owners Club are vital for sourcing parts that Renault hasn't made in forty years.