It helped to revolutionise small-car motoring in the early 1970s and went on to spawn a desirable hot hatch. Paul Guinness looks at this oft-overlooked supermini.

While the Fiat 127 can lay claim to being the first supermini on sale in the UK, the Renault 5 wasn’t far behind. And between its world debut in 1972 and its final demise more than twelve years later, the first-generation ‘Cinque’ was a massive success, with almost 5.5 million produced in all. And, thanks to keen pricing and a wide spread of models, it was a popular choice here in Britain.

Where the Renault differed from its Fiat rival (and, of course, the original Mini) was in its use of a longitudinally-mounted engine. But in every other respect, this was a genuine supermini, with neat styling, an entertaining driving style, hatchback versatility and – as time went on – a wide range of derivatives to choose from. Despite the French-spec 782cc version never being imported, us Brits would be offered 5s with 845, 956, 1108, 1289 and 1397cc engines over the years, as well as a wide range of trim levels and – in later life – even a five-door version. There was a Renault 5 for every buyer.

And from 1976, that included those looking for a sportier drive, thanks to the launch of the 5 Gordini (known as the Alpine in France), Europe’s first ‘hot supermini’ thanks to its tuned (93bhp) version of Renault’s 1.4-litre motor. This transformed the little 5 into a 110mph special (hitting 60 in less than 11 seconds), spawning a one-make racing series and bringing young enthusiasts flocking to Renault showrooms. And the excitement grew still more in ’82, when the Gordini Turbo was launched, its Garrett turbocharger boosting power to 110bhp.

In an ideal world then, today’s Renault fan would go out and buy a Gordini Turbo and, with the help of an upgraded turbocharger, enjoy an easily modified high-performance classic. But life’s not that simple, as the Gordini Turbo isn’t the easiest of cars to track down. The solution? Buy a standard Renault 5 and create your own ‘Gordini’ for the 21st century.

Later ‘blown’ Renaults (like the 5 GT Turbo, 9 Turbo and 11 Turbo) used the same 1397cc engine, with up to 115bhp on tap. And although it was mounted transversely in those Eighties-style models, enthusiasts of earlier 5s have been known to make use of them. And for even more power, talk to the boys at Turbo Technics (www.turbotechnics.com) about turbo upgrades and reconditioning.

It’s also worth joining the forum at R5 Gordini (www.r5gordini.co.uk) for advice on brake mods and lowered suspension, improving the whole driving experience and learning from what other enthusiasts have done. Enjoy!

Produced: 1972-85
Engines: 845cc / 956cc / 1108cc / 1289cc / 1397cc 4-cyl petrol
Prices: £100 (standard, for resto) to £2500 (superb Gordini Turbo)
Upside: An innovator in its day – and a Seventies classic with real potential now
Downside: Excellent examples getting rarer; lack of off-the-shelf upgrades and mods
Why You Want One: Because you fancy a pocket rocket that’s a bit more individual than a Golf GTi
Clubs: Renault Classic Car Club (www.renaultclassiccarclub.com/), Renault Turbo Owners’ Club (http://www.rtoc.org/), Renault Owners’ Club (www.renaultownersclub.com)
Specialists: Euro Car Parts (www.eurocarparts.com), Renault Parts Gateway (www.renaultpartsgateway.co.uk), AEP Direct (www.aepdirect.com), GSF Car Parts (www.gsfcarparts.com), Car Parts Direct (www.carparts-direct.co.uk)
Parts Prices (via Car Parts Direct) plus VAT: standard front shock absorbers, £32.98; Gordini hydraulic front shock absorbers, £79.98; Rossini performance front brake discs, £99.00; standard front brake pads, from £17.97; clutch kit, from £88.95; front wheel bearing kit, £39.99

Published in the October 2011 issue of Classic Car Mart.

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