The editor recalls his early forays into motoring.
Editor’s note: This article was originally published on DTW on 29 September 2018. Owing to the poor quality of the originals, stock photos have been used.
The starting procedure: insert key into ignition slot. Twist key. Lift floor-mounted enrichment (choke) lever fully. Engage clutch. Lift spring-loaded, floor-mounted starter lever. Hold until engine fires. Ignore the intense vibration of the little twin-cylinder engine on its mountings as it settles into life. On no account Continue reading “History in Cars – Rituals and Symbols”
A vanishingly rare version of an increasingly rare car falls under our Danish correspondent’s purview today. (First published on 1st May 2017)
Very clearly the work of a singular vision, that of 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, time-warp 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. The 5 is a reduction of the essential themes of the Renault 4, using simple industrial design form language. The surfaces are minimal and the discipline of the radii is consistently applied. The lamps fit neatly into the surrounding surface and the features are aligned in an orderly fashion. Despite all this formal correctness, the car is quite cheerful and friendly. Continue reading “Not Alone is the Winter’s Chalice Replenished”
1975 was not a year to be recalled with much fondness across the global automotive industry, as the effects of Yom Kippur 1973 hit home. A number of carmakers would not survive the year, while others would undergo painful reinventions under dramatically altered circumstances. Renault, to some extent insulated by French Government stewardship, would undergo change too, Pierre Dreyfus, the CEO who had steadfastly guided them for two decades had elected to retire, nominating Bernard Vernier-Palliez in his stead. Prior to his departure, Dreyfus made another significant appointment, luring design-lead Robert Opron to Continue reading “Voiture à Vivre [Part Four]”
Unlike other major European markets, France did not particularly enjoy a love affair with the two-door bodystyle and by consequence, for sound commercial reasons, few mainstream French carmakers saw fit to offer one throughout the 1950s and 60s. It was therefore not at all surprising that Renault CEO, Pierre Dreyfus and his marketing heads were initially dubious about the sales prospects for the new Renault 5’s two-door-with-a-tailgate style. The level of commercial risk was, not to exaggerate matters, enormous.
Misgivings were not only expressed within Billancourt itself however, Renault’s dealer representatives vehemently agitated against the two-door body style when the Cinq was previewed to them prior to launch. In fact, they wrote it off entirely, baldly stating that only commercial operators would Continue reading “Voiture à Vivre [Part Two]”
The scientific approach to motor car design was one which was taken up with some enthusiasm in France during the post-war period, resulting not only in some of the more compelling examples of motive modernity, but the most significant of the modern era. The results of intellectual rigour and no small quantum of application, these cars were also imbued with another, more nebulous quality: a piquant and distinctive character. Certainly, it was a potent amalgamation of elements that in this instance created a car both of its time, yet also timeless. A car for living. A car for life.
Towards the end of the 1960s, amid Europe’s engineering centres and styling studios, a new evolution of car was being forged. With matters of powertrain layout and body format still to be definitively established, nobody was entirely sure what would emerge as the dominant strain. But while Mirafiori, Turin would in the fullness of time lay claim to the precise technical layout of the compact front wheel drive car, it was their Transalpine rivals at Boulogne-Billancourt who would go on to Continue reading “Voiture à Vivre [Part One]”
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.
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.
The editor recalls his early forays into motoring.
The starting procedure: Insert key into ignition slot. Twist key. Lift floor mounted enrichment (choke) lever fully. Engage clutch. Lift spring-loaded, floor mounted starter lever. Hold until engine fires. Ignore the intense vibration of the little twin cylinder engine on its mountings as it settles into life. On no account Continue reading “History in Cars – Rituals and Symbols”
We remember Renault’s 5GTL, an interesting take on an economy car.
The 1973 oil crisis hit the motor industry hard. Fuel consumption had always been a selling point, but now it became a crucial one, especially in France where petrol was highly taxed. The traditional French economy car had the smallest engine possible, The 2CV started with 425cc, working up to 602cc. Renault’s answer to the 2CV was the 4, which carried over the small capacity, four cylinder Ventoux engine from the rear engined 4CV. When the first ‘supermini’, the Renault 5, was introduced, beneath the skin it was much the same as the 4, with the base engine having just 782cc. Continue reading “Theme : Economy – More Is Less”