Impressions
Democracy of the turbo
1902 patent
Despite the fact that Louis Renault applied for a patent for the principle of the turbocharger as early as in 1902, the idea was shelved for a long time. But in the 1970s, Renault entered the turbocharger in motorsports. And while the wide Renault 5 Turbo remains out of reach for many, the turbo version of the Renault 5 Alpine comes a lot closer.
Upon its launch in 1972, the three-door Renault 5 was a great surprise to the world. With its length of just 3.5 metres, the new car was very compact. Yet this small car amazed press and public with its spacious interior. And its driving behaviour had also been well developed. Renault set a trend in the small car segment with its compact hatchback, while motorsport became one of the areas to further market the Renault 5.
Body reinforcements
Initially with the TL variant with its 956cc four-cylinder engine, but soon also with the more powerful Renault 5 LS and TS versions, which used the 1,289 cc engine. However, these were not too long around either on the racing tracks. In 1976 they were succeeded by the Renault 5 Alpine, which took the sporting Renault 5 one step further than only installing a more powerful engine. The car’s development team was also concerned with the fine tuning of the chassis and the installation of body reinforcements.
Monte Carlo
This proved to be fruitful, too. And not just on the circuits. Also in the Monte Carlo rally, where the 5 Alpine became a hard nut to crack. And when Renault gave the R5 a major update in 1979, things took another flight. Turbo technology was increasingly being used in motor sports. But while developed for Formula 1, Renault was slowly but surely integrating turbos into its series models also.
Cléon engine
Following the great 5 Turbo of late-1981, the Renault 5 Alpine also received a major update and from then on became the Renault 5 Alpine Turbo. The car’s engine was basically the same as the 1,397cc four-cylinder of the earlier non-turbocharged variant. This was in fact still the trusted Cléon engine, which had debuted in the Renault 8 of 1962.
The most important difference, however, was the addition of a Garrett T3 turbocharger, mainly to improve performances. The rise in power from 93- to 110hp was a clear sign. And the torque figure received a similar boost from 114- to 147Nm at similar revs. Overall it could be translated to a top speed of 10km/h more and an acceleration time from 0 to 100km/h in just under 10 seconds.
Alloy wheels
The existing five-speed manual gearbox, placed in front of the engine, was retained. Because tis five-speeder was larger than the four-speed ‘box of the more mundane variants it also needed a more voluminous front bumper. It made the car overall slightly longer (which also went for the 5 Alpine). But from the outside there were hardly any noticeable differences. The car retained its 13” alloy wheels, shod with 155/70 HR 13 tyres, while the car’s track grew mildly compared to that of the standard Renault 5. This particular car, purchased recently by the Renault Classic heritage collection, comes on 175/60 R 13 tyres.
Slightly different hues
It is painted in the much sought-after Alpine Blue, which is a colour that has seen many slightly different hues throughout the years. The car’s exterior changes were limited to its turbo badging. You could find nameplates on the boot lid and the radiator grille as well as decals on the rear wings and rear window. The very first 5 Alpine Turbos, however, left the factory with ‘A5’ decals on their wings.
On the circuit
Renault’s 5 Alpine turbo is now one of the most desirable sporting models and this is reflected in current market prices. What it’s like to drive? Power and torque figures may not seem shocking when in when compared to current models, but you’ll have to be aware of the weight of 844kgs only. Start it up and the exhaust growls. A turbo pressure gauge can be found on the dashboard, and we keep on eye on that while driving the car on the circuit. It clearly indicates that the system takes its time. Only at around 3,000rpm the needle starts to move. Still then, you won’t notice much. And so we move our right feet a little further to the floor. That’s when the turbo starts to come alive and the power increase is now certainly sensed. With this relatively high ‘grabbing’ point a 5 Alpine Turbo does not feel the way we’re used to from modern turbocharged cars. It’s hard work, but that’s also what makes driving this old fashioned sports car so irresistible. It’s a matter of shifting up and down very frequently in order to remain within the revs of the turbo compressor.
Some time to get used to
As mentioned before the fine tuning of the chassis was another important part of the car’s development. However, despite having fitted thicker torsion bars and stiffer dampers, the 5 Alpine’s body is still happy to tilt in corners. This car does ask for some time to get used to, but when that point is reached it becomes a real toy to play with.
Ribbed velours
Like the exterior, the interior hasn’t changed much when compared to the atmospheric 5 Alpine either. In fact the turbo pressure gauge is the only addition. The seats with their narrow back have been upholstered with ribbed velours, with non-existing shoulder support. The rear seat is two-way foldable while the rear shelf, prone to sagging, has been replaced with a piece of stretched fabric.
En détail...
Renault 5 Alpine Turbo (R122B)
Specifications
Engine:
Type 840 726, 4 cylinder in line, displacement 1,397 cc, bore x stroke 76 x 77 mm, compression ratio 8.6:1, double carburettor, Solex 32 DIR, power 110 hp (DIN) at 6,000 rpm, torque (DIN) 147 Nm at 4,000 rpm.
Transmission:
Type NG5 fully synchronised, 5-speed manual transmission, gear ratios: 1st - 3,818, 2nd - 2,176, 3rd - 1,409, 4th - 1,030, 5th - 0,861, reverse - 3,083, final transmission 3,875.
Suspension:
Front suspension 2 triangles above each other, independent, longitudinal torsion bars, stabilizer bar. Rear suspension independent, transverse torsion bars, stabilizer bar. Front brake discs ventilated 228 mm, rear brake discs 180 mm, parking brake on both rear wheels. Tyres standard 155/70HR13, spare wheel right under luggage floor
Dimensions:
Wheelbase 2.412/2.442 mm, length 3.558 mm, width 1.525 mm, track width (front/rear)1.294/1.270 mm, height 1.376 mm (empty), turning circle 9,74 meter (between sidewalks). Fuel tank capacity 38 litres, luggage compartment capacity 195 - 875 litres. Total weight 844 kg, load weight 426 kg, trailer weight 575 kg.
Performances:
Top speed 185 km/h, acceleration 0-100 in 9.1 seconds, consumption 6.3 litres/100 km (90 km/h), 8.5 litres/100 km (120 km/h).