It may not have been the most commercially successful car of the 1970s, nor even the most technically significant. It did not win accolades for its ultimate handling capabilities or jaw dropping styling. Car of the decade may have been a title which eluded it, but none of the above should detract from the significance of the Renault 5 amid the automotive pantheon, nor Renault’s sound judgement in taking the car into production in such unadulterated form.
As an archetype of the art of product design, the Five was almost perfectly realised, certainly by the standards of its time. The practicality and robustness of its basic shape, the unmatched versatility offered by its hinging rear tailgate, combined with the subtle richness yet stark modernism of its detail design ensured its place as the first genuine hatchback supermini and the archetype for the modern B-segment motorcar. Such was its design integrity that Renault not only found themselves incapable, but unwilling to Continue reading “Voiture à Vivre [Part Six]”
It is a truth universally acknowledged that no successful model line can attain true immortality without a competition pedigree, so it should surprise nobody that the Renault 5 gained one alongside its many other accolades. Motorsport had been a somewhat patchy activity within Billancourt in the run up to the 1970s, with the bulk of the heavy lifting being provided by outsiders like Gordini and Alpine.
In 1974, the Renault 5 became available in 85 bhp LS Kitée specification, a low-volume model for competition in the newly renamed Renault 5 Elf Cup. 150 were produced for the 1975 season of the race series which proved popular and competitive. Two years later, Dieppe’s technicians had completed their ministrations resulting in the Alpine A5, Renault’s official performance offering. This too would gain a competition career, being campaigned in the World Rally Championship’s Group 2 class, the A5s as fielded by Renault Sport developing 130 bhp. Early results from the 1977 Mille Pistes and San Remo rallies illustrated the promise of the Alpine 5, but the following year, a class victory by Jean Ragnotti in the Monte Carlo event would mark the high point of the A5’s rally career.
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]”
How Billancourt was presented with an unexpected proposal for an ultra-basic car, not by the product committee, but from the mighty French labour union.
The mid eighties were tough times for Renault. Georges Besse had become CEO in January 1985 and was confronted with an alarming financial situation: between 1984 and 1985 losses were spiralling – amounting to in the region of 10 billion Francs. Furthermore, the alliance in the USA with American Motors was costing enormous amounts of money, with little headway to show for in return. In an effort to Continue reading “Stuck In Neutral”
Of a little more substance than the photo earlier we have a Renault commercial van. Driven To Rrite is almost beside itself with pleasure to have a chance show this fine specimen, from about 1984-1991.
They named it Express for the N. European market; for German-speaking nations they badged it as the Rapid. The UK and Ireland knew it as the Renault Extra. Whatever you call it, it’s a bit of a treasure, like Opel’s Combi but smaller – the 1986 Combo “A” was Kadett-based and then Opel decided to Continue reading “Into The Silences Like Mists Do Thoughts Of Her Flow”
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”