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  •   Martin Buckley reacted to this post about 1 year ago
    Jay Leno uploaded a new video
    / #1985-Renault-R5-Turbo-2 / #1985 / #Renault-5-Turbo-2 / #Renault / #Renault-5 / #Renault-5-Turbo
    1985 Renault R5 Turbo2 - Jay Leno’s Garage
    Randy Nonnenberg, Co-Founder of, bought this rare homologation rally car from
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  •   Jarkle reacted to this post about 3 years ago
    Ross gets the blues for Les Bleus. Ross’s Renault let him down before the London Classic Car Show, so he borrowed this one from 4 Star Classics.

    YEAR #1981
    CAR #Renault-5-Turbo-1 / #Renault-5-Turbo / #Renault-5 / #Renault /
    Owned by Ross Alkureishi and Richard Head
    Time owned Four months
    Costs £2000
    Miles this month 127
    Previously Windscreen repaired, but it’s clear that more work is needed to get it back to its best

    Gearing up for the Six Nations Event at the 2016 London Classic Car Show, John Law at Wapping-based JL Engineering went into overdrive to get the R5T ready in time. He flushed and bled the cooling system, fitted a new thermostat, and repaired and reinstalled the odometer. The speedometer wasn’t ready in time for the show and nor were the De Carbon dampers, so he fitted a spare set of Konis.

    A special French package arrived soon after via the underground Alpine network – Daniel in Le Bourget-du-Lac, to Ricard in Reims, to Pascal in Calais. And contained within was some Renault 5 gold dust: a Turbo 1 steering wheel and gearknob, Turbo bodywork decals – missing on ours following its respray – and an original Gotti space-saver spare wheel. The price? Let’s move on swiftly in case one of our respective partners reads this report.

    It was all coming together beautifully. The plan was for co-owner Richard to collect me from Stansted Airport in the Turbo and then we’d drive from there to the Excel Centre venue. But there was no sign of him or the car when I landed. A subsequent text revealed that the car had overheated so I caught a train to Berkshire, where we worked on the car well into the small hours.

    Alas, we barely made it a mile the following morning. Pulling into a petrol station, we re-bled the system and set off again. No good – we got another 100 metres before the temperature gauge needle assumed its by now familiar position deep in the rouge. Clearly, this was terminal.

    Ensconced in the cabin of a breakdown truck an hour later, we settled into a shared melancholy – it looked like Team France would be a member down.

    Then I had an epiphany. I whipped out my mobile phone and rudely interrupted the breakfast of James Mann at 4 Star Classics. ‘Still got that blue Turbo 1 for sale?’ I asked. Then, ‘Can I borrow it?’ My next call was to LCCS event director Bas Bungish. ‘Can you collect a car for me?’ And finally Marcus Atkinson at Hagerty Insurance. ‘Any chance of adding a car to our policy?’ Broken down at 6am, recovered at 7am, replacement car sourced at 7.30am, insured by 8am – not bad, even if I do say so myself.

    The R5T arrived in time for rehearsals and performed beautifully along the show’s Grand Avenue. Mine was a fleeting one-day visit so Richard assumed driving duties for the rest of the weekend and smiled for both the French TV cameras and Classic Cars snapper Jonathan Jacob. Typical – I save the day and he gets all the glory!

    As for Team France, we got knocked out in the quarter-finals, finishing fifth. C’est la vie – it’s the taking part that counts.

    Thanks to: 4 Star Classics ( / Hagerty Insurance (

    Yet more overheating relegated the Alkureishi/ Head R5 to the subs’ bench.
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  •   Ben Barry reacted to this post about 4 years ago

    The story behind the very first 0001 R5 Turbo ever made, restored and back on the road.

    The Original / Words Davy Photos Etienne Crebessegues


    If you were to draw up a list of the most iconic performance French cars of all time, chances are the Renault 5 Turbo, especially in full-fat Phase 1 guise, would be very near the top. This car has passed into Régie legend, and its Group B exploits, particularly those stunning giant killing performances with Jean Ragnotti behind the wheel, are burned bright into the memory of any Renault rally fan. Of course as awesome as the competition car was, the road cars were what really captured the public's attention.

    At launch at the #1980-Brussels-Motor-Show , the unassuming hatch caused quite a stir, and a brief look at the spec shows why – a rev-happy, pushrod 1.4 located longitudinally in the middle of the car which, thanks to a Garrett turbo, could push 158bhp to the rear wheels. The 3576 cars built between 1980 and 1984 were assured a place as modern classics from the start, and have always been highly prized by collectors. That said, while all R5 Turbos are special, some are more special than others.

    The car you see here looks much like any other, but it has a fascinating story to tell, one that stems from it being the very first R5T to roll off the line. This means that it spent the first few months of its existence in wholly spectacularly fashion, being photographed for a wealth of Renault promotional material, and even being driven to within an inch of its life by none other than Mr Ragnotti himself! Being the first car meant that it was (along with 399 other examples) a Turbo 1, and one of the cars built by Renault so that the FIA would allow them to take the car rallying. You'd assume, with a pedigree like this, the car would've been snapped up by a private collector, or at the very least used for clubman level rallying, but no. Chassis 001 was in fact sent to a regular dealership in Southern France where it was sold to a man who had no idea of its provenance and used extensively for a number of years. Time and extensive use took their toll – these were always highly strung, extremely specialised little buzz-bombs at the best of times – and eventually the first owner tucked the slightly tired R5 away in a garage, where it stayed for the next 25 years!

    The story might well have ended there and then, had the man's nephew, a Mr Cedric Lelon, not begun asking questions about the rally legend gathering dust in the garage. Eventually, Cedric convinced his uncle to let him take the car, and began the, not inconsiderable, task of unearthing it from under a quarter of a century's worth of boxes and stored household paraphernalia. We don't know what Cedric's actual words were when he finally wheeled the car out into the sunshine and was greeted by the plaque on the dash stamped '0001', but we're willing to bet it was some kind of Gallic swear word! (Zut alors! or Mon Dieu perhaps? – Davy)

    Further research into the car began to shed light on its history, including its starring role in most of Renault's official launch literature for the R5T. The clincher? A trip to the Renault History Collection with the car in tow to allow some experts to give it the once over, plus the small detail of a subtly sunken fuel filler cap. All other examples have a slightly different cap position, but Cedric's was noticeably deeper, a detail that corresponded with the various period photos he'd amassed. Of course, simply identifying this R5T as the first didn't mean it hadn't suffered.

    Despite the low mileage covered, it'd still spent a long, long time in a non-too weatherproof garage. Though the majority of the panels could be saved with painstaking metal work, the aluminium bonnet, hatch and roof had all taken the full force of years of household detritus, something that delayed the bodywork restoration yet further. While this was being undertaken by a specialist, Cedric was stripping down the C-type engine, five-speed gearbox and suspension, the rear of which was actually a modified version of that found in the old A310 Alpine, so wishbones and springs replaced the regular car's torsion beam. Though calling the engine tired would probably be being charitable, it was at least in a salvageable state, and it came together nicely once Cedric had honed the bores, fitted new piston rings, gaskets, and given the K-Jetronic injection system and #Garrett-T3 a rebuild.

    After more than a year of steady, painstaking graft, the car was finally back together, looking just as good as it did in its press heyday, thanks to a respray in OE red. The distinctly old school four-pot grumbled into life and, after some careful fettling, fell into an even, perfect idle. Since then Cedric has used the car extensively for shows, plus the odd back-road blast – and can you really blame him? This is a car that was built to tackle twisty, demanding French Asphalt roads, and it's the surface that it well and truly succeeded on, clinching a number of world rally victories before the sheer grunt of the Quattro overwhelmed it. Not that Cedric minds, he now has one of the most significant examples of what might well be the most iconic of all hot classic French cars.

    TECHICAL DATA SPECIFICATIONS #1980 #Renault-5-Turbo / #Renault-5 / #Renault /

    ENGINE: #Cleon-Fonte / Longitudinal, mid-mounted 1397cc four-cylinder 8v, 7.0:1CR, 76x77mm bore x stroke, #Garrett-T3 / #Garrett turbo blowing 0.9BAR, intercooler, #Bosch-K-Jetronic / #Bosch mechanical fuel injection, front mounted radiator and battery.

    TRANSMISSION: Five-speed gearbox, uprated clutch.

    BRAKES: Discs all round power assisted.

    Front: Uprated spring and damper package, ARB.
    Rear: Double wishbone arrangement, uprated springs and dampers, ARB.

    WHEELS & TYRES: 13in Split rims, Michelin tyres 190/55HR340 (front), 220/55VR390 (rear).

    INTERIOR: Renault 5T1 interior with red vinyl, dash and door cards, blue carpeting over engine and floor, various boost, engine temperature and oil pressure gauges.

    EXTERIOR: Renault 5T three door bodyshell in OE red, aluminium doors, roof, bonnet and boot, wide arches with cooling vents, fibreglass bracing in front.
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  •   Ben Barry reacted to this post about 4 years ago
    Turbo charges into Stoneleigh

    1981 RENAULT 5 TURBO

    The #Renault-5-Turbo that crashed out of the #1983-Monte-Carlo-Rally in mysterious circumstances has returned to a rally stage for the first time since the Eighties.

    ‘It probably won more rallies than any other 5 Turbo,’ said restorer Kevin Jones of GTO Engineering. ‘It was the first 5 Turbo imported into the UK and the first to be rallied by a British driver. John Price easily won the Motoring News British Rally Championship with it in 1982, so he targeted a number of European events – including the Monte Carlo rally – the following year.

    ‘He was sponsored by a Renault dealership and had works backing, but as a privateer was seeded 60th. Unexpectedly, he overshadowed the works Renault drivers by putting in some incredible times and was gaining on the leaders when he suddenly shot off the road and down a ravine. ‘When he got the car back to the UK he found a bullet hole in one of the tyres. He never found out who fired it – it could have been a disgruntled local or even a rival team.

    ‘He sold it in 1987 to a guy who dismantled it but didn’t do anything to it. We bought it eight years ago and restored it but we’ve only just got the engine running – all 320bhp of it.’

    This Renault-5-Turbo was taken out of the #1983 #Monte-Carlo-Rally by a sniper’s bullet. / #Renault-5 / #Renault /
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  •   Matt Robinson reacted to this post about 5 years ago
    Car #Renault-5-Turbo-2
    Year of manufacture #1984
    Recorded mileage 66,735km
    Asking price £45,000
    Vendor Will Stone Historic Cars, London (but car can be viewed in Hants);

    WHEN IT WAS NEW #Renault 5 Turbo-2
    Price not listed in UK
    Max power 160bhp
    Max torque 163lb ft
    0-60mph 6.6 secs
    Top speed 130mph Mpg n/a

    This Turbo 2 has spent all its life in France. Though it’s been repainted and retrimmed, it does not appear to be an ex-competition car, because there’s no evidence in the floorpans of a roll-cage being fitted. There are, however, holes in the tailgate where external catches have been removed. The undertrays and chassis rails are mint, bar a pinhole in the offside floor.

    The blue suits it better than the original metallic red, but the respray isn’t the best and the red shows through in a couple of places behind the seals and plastic trim. Clearly the car was stripped to a shell to be painted, but the windows must have stayed in. The body is straight, though the driver’s door has one tiny ding and has dropped a little on its hinges, and there’s a small crack in the left rear arch. The trim is pretty good but again could do with refinishing. The wheels are unscuffed, shod with new rear TRXs late in 2012, although the much older fronts have cracked sidewalls.

    The exhaust is a newish Devil, to go with a fresh ‘200cv’ intercooler, fitted along with the new interior trim kit before the car left France. Since then, it’s had £6000 spent at model specialist John Price Rallying, for a full service, replacing some worn-out parts and making sure everything works.

    Up front, under the old and unused 145-section spare, we find the header-tank bottle (next to the battery and jack), nicely full and with clear green coolant matching the clean oil at the other end, accessible by removing two covers. The motor and transmission are lightly oil-misted underneath, but with no tell-tale drips where the car had been standing.

    Inside, the carpets are new, the dashboard is perfect with no cracks and the seats are almost unworn, although the velour is slightly baggy.

    It starts easily with a purposeful bellow and drives sweetly, with an unexpectedly good gearchange, tracking and braking true. Boost builds from 3800rpm, when the needle flicks into the far reaches of the orange patch but not the red. Oil pressure is steady at 3bar – in the middle of the gauge – and coolant sits at 80ºC, just under halfway. The Renault has an MoT until November, and Stone will register it in the UK if required.

    SUMMARY #Renault-5 Turbo-2

    Smart but corners cut in repaint
    Excellent dash; rest of trim new
    Just sorted by the UK’s expert

    VALUE ★★★★★★★✩✩✩ #Renault-5-Turbo 2
    For + As quick as you like, plus it behaves itself and drives well.
    Against - Quality of respray.

    With these, you need to look at lots and choose carefully, but it’s priced to allow some margin for improving the paint: £15,000 less than a nice low-miler recently made at auction.
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  • votren911 updated the picture of the group
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