Possibly the least sporty, most poorly constructed small car ever sold in America was the Renault R5. Known in this country as the LeCar, the Renault looked and drove like a Yugo, only smaller, with less power and reliability.
Renault was racing, however. During the late '70s and early '80s, the company was pioneering development of turbocharged engines in its Formula One racing cars. Those 1.5-liter turbo engines eventually reached an estimated 1,200 hp in qualifying trim. Renault wanted to put its turbo expertise to work in rally competition, and the tiny R5 was the designated platform.
But putting a bunch of turbo horses to the ground through the front wheels didn't seem like a good recipe for a fast rally car, so Renault engineers removed the back seat and installed the engine amidships, driving the rear wheels through a five-speed transaxle. To make this version eligible for racing, Renault then hadto sell the R5 Turbo in its showrooms. Unfortunately, the manufacturer didn't officially import the little hot rod to America.
Sun International Racing, of Manhattan Beach, Calif., however, stepped in to fill the void. The company made the necessary modifications to import the cars and sold about 200 of the surprisingly quick little cars through Centennial Motors, a dealer in Boulder, Colo. A few dozen others came in through other channels. Renault wasn't amused, and put the "gray-market" R5 Turbos on its most unwanted list. The company even instructed its dealers to stop providing parts or service for the outlaws.
The R5's 1,397cc pushrod engine featured an aluminum head with beautifully formed hemi combustion chambers. In the stock factory turbo configuration, the engine was good for 160 hp. In the early '80s, this was an astounding number. Optional 185-hp and 200-hp upgrade kits were available from the factory, and the aftermarket has since jumped in with 300-hp versions.
In a new 185-hp car, Car and Driver ran a 6.5-second 0-60 and a 14.6-second quarter mile before reaching a top speed of 124 mph. But drag racing and top speed wasn't the Turbo's fort, given its tall gearing and tool-shed aerodynamics.
For high-speed assaults on twisty mountain roads, however, the car may be without equal. The 40/60 weight distribution, race-spec unequal-length control arm suspension at all four corners, unboosted rack-and-pinion steering and unboosted four-wheel disc brakes provide awesome feedback. Drivers accustomed to front-wheel drive would be amazed at the direct feeling of the steering and the available power oversteer.
The engine delivers little power at the low end, but the output grows shockingly as the turbo boost needle swings clockwise. Kept on the boil, the R5 Turbo is like riding a lit bottle rocket. For some reason, there's virtually no audible turbo whine, so the boost gauge and the neck-snapping surge of acceleration are the only clues the car is turbocharged. Well, that and the 6-inch tall "TURBO" lettering across the back window.
The turbo's plumbing is short and direct, which contributes to minimal lag and reflects Renault's experience in Formula One. Heat, often a gremlin in turbocharged cars, is well managed with insulation and heat shielding in the R5's remarkably sanitary engine bay.
The Turbo 2 shown here is a later, less-expensive machine than the original rally replica sold in 1980-'81. That car featured an aluminum hood and roof, while the Turbo 2, sold between 1982 and '86, made do with the steel components from the standard R5. The Turbo 2 also used the standard R5 dashboard, while the original Turbo had a Euro-disco styled dash, which added to the cost, but didn't make the car go any faster.
By Dan Carney
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