In 1976, Renault introduced the 5 GTL, a version of France’s best seller which was intended to appeal to more economy-conscious customers. Powered by a detuned version of the 5 TS’ 1289 cc engine, it was a low-revving, relatively unstressed power unit, aimed at reducing fuel consumption – in a rudimentary manner perhaps, predating BMW’s more elaborate attempts at achieving a similar goal with their ETA engine programme the following decade.
Novels such as ‘Vice Versa’ and ‘Freaky Friday’ have inspired a long list of films about body swapping, but in the rare cases the automobile industry has resorted to the practice, it hasn’t exactly resulted in any award-winning performances.
Since the Ayatollahs assumed power, Iran’s relationship with Western nations has been complicated. This has not stopped the country from developing a thriving automobile industry however – after oil and gas it is the third in economic importance – and to achieve licensing deals with a number of major car manufacturers such as Peugeot, Citroën, Renault, Nissan, KIA, Chevrolet and Cadillac. In some cases, this has lead to results that can only be described as bizarre. Continue reading “The Persian Bodyswappers”
This looks very much like an authentic period review of the 1976 Renault 5 GTL by revered motoring writer Archie Vicar.
The text first appeared under the headline “Another New Renault” in The Amman Valley Chronicle and East Carmarthen News, June 5, 1976. The original photographs were by Douglas Land-Windermere. Due to the effects of xylophagic fungi, the original images could not be used.
Renault, Renault, Renault. This firm does try hard and is to be commended for its efforts to keep up with trends sooner or later. That means they are once again on the “hatchback” bandwagon, or staying on the bandwagon in the case of the 5 tested here today. The 5 appeared on the market in 1972 and the firm is sticking with the formula of front-drive and a hinged opening panel on the rear of the car in place of a proper separate boot.
Driven to Write recalls his early forays into motoring.
Starting procedure: Insert key into ignition. Turn key clockwise. Lift floor mounted enrichment (choke) lever fully. Engage clutch. Lift spring-loaded, floor mounted starter (mounted behind gear lever next to choke). Hold until engine fires. Ignore the shaking of the engine on its mountings as it settles into life. On no account Continue reading “History in Cars – Ciao Baby”
On the surface, Renault’s 1983 Gabbiano was simply an innocuous concept, but could it also stand as a metaphor for a decades-spanning rivalry?
Following former head of Citroën bureau d’études, Robert Opron’s move across Paris to head Renault’s styling studios in 1975, design responsibility appeared to remain an in-house arrangement. However over time, a decision was taken either by senior management or by Opron himself to Continue reading “Word on a Wing”
Very clearly the work of one person’s vision, Michel Boué, the Renault 5 impresses with the clarity of its concept. This example shows how it could be more than a basic conveyance.
In this instance we have here a really tidy, timewarp example with very little sign of tear or wear. We’ll get to the interior in a moment, with its comfortable sports seats and very inviting ambience.
This is the poor man’s GTX. It had a 1.3 litre four cylinder engine producing 55 hp.
The 5 had five-speeds and disc/drum brakes. It’s a kind of warmish hatch with go-faster front seats from the hotter cars and the same super-plasticky dashboard as the other 5’s. The dash theme is a smaller-scale version of the one found in the R25 which wasn’t a lot better but certainly wider and deeper: Tokyo by night, as “Car” described it. Continue reading “Micropost: 1988-1991 Renault 5 GTR”
The 1952 British film ‘Mr Denning Drives North’ is supposed to be a mystery thriller, so you’d think it would have been given a suitably mysterious title. And it was. Though its star, the excellent John Mills, was born in Norfolk and was never entirely typecast, his speciality was playing the essentially decent, resilient, middle class Englishman with an accent that is usually associated with what are known as The Home Counties – the Southern counties surrounding London. As such, the idea that he needed to ‘Drive North’ might have suggested mystery enough. Why would he ever want to do that, unless he had to for some, dark, dark reason?
The North/South divide is not confined to England. It exists in many countries and, I’d judge, is far more common than an East/West divide. There are many possible suggestions for why this is, but in part one might be climate. Climate affects character and, in more extreme cases such as Italy, the climate in Naples is very different from that in Milan. Even in the UK, Southerners generally get a softer time than those further North and this, combined with the fact that the Capital city is only about 60 miles from the South Coast, has increased the divide still further. Continue reading “Theme : Roads – Britain’s Longest”
Five reasons why the Cinq was a benchmark small car
1. Like many significant car designs, the Cinq was the brainwave of one man, originally created as something of a thought experiment. In 1968, Renault designer Michel Boué sketched the design proposal in his spare time, marking out the now familiar outline superimposed upon a photo of a contemporary Renault 4. Hence the silhouette and unusually tall canopy.