r5 maxi turbo tour de corse

Renault 5 Turbo 2 'Tour de Corse': The hatchback that thinks it's a supercar

Price: £72,995 | year: 1983 | engine: 1,565 cc turbo-charged inline four cylinder, 236 bhp.

The outlandish bodykit is no disguise. When Renault wanted to take its classic 5 hatchback rallying in the 1980s, they didn't just uprate the engine. They moved the highly modified power unit backwards to transform France's favourite supermarket shopper into a rallying two-seater supercar. Open the hatchback on this immaculate Renault 5 Turbo 2 , resplendent in the 'Tour de Corse' colours that twice won one of the most demanding events on the rallying calendar, and there is the potent power unit, initially tuned using Renault's Formula One expertise.

The car you see here was converted from left hand drive and to its current specification by John Price Rallying of Hereford, an outfit with long experience of preparing rally cars, including the monstrous Metro 6R4. The Renault began life as a production Turbo 2, a road-legal homologation special built in small numbers to meet Group B rallying regulations. It was delivered direct to John Price Rallying in October 1983. They transformed the car, first to right hand drive, under licence from Renault, and then, over some years, to its current specification, honouring the Tour de Corse wins.

Inside, there is a full competition interior, including a bespoke aluminium roll cage complemented by ultra lightweight Sparco seats and essentials such as a plumbed-in fire extinguisher. Door cards are carbon fibre to save weight. Full Sabelt harnesses are fitted. Bespoke switches are marked by crude, clear labelling. There's little in the way of creature comforts. In stark contrast to the specialist equipment, much of the standard Renault 5 dashboard remains, an analogue reminder of the original hatchback, albeit now punctuated with specialist gauges and switchgear.

The Renault real secret is revealed by opening the hatchback and lifting a blue carpeted panel. There, instead of shopping space and the rear seats, is the highly-tuned turbo-charged engine. The power unit is mounted ahead of the rear wheels, so the little Renault is designated as mid-engined, just like today's supercars which would have their work cut out to match its pace. John Price Rallying have upgraded the engine to so-called "Maxi" specification, as on the car Jean Ragnotti drove on the second of his Tour de Corse victories, in 1985. This 2009 upgrade, for the car's demanding previous owner, includes the correct Tour de Corse manifold, oil cooler and close ratio gearbox, among many other parts.

Every detail of this Tour de Corse recreation is correct, down to the finest points of the exterior livery. The condition is immaculate and the Renault is, remarkably enough, road legal. For your next rally stage or as a very swift supermarket shopper, there really is nothing like it. Just remember there’s no room for the week's groceries in the back.

Meet another '80s wonder car: the BMW E30 M3 Evo 2 .

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Jean Ragnotti’s Renault 5 Maxi Turbo At The 1985 Tour de Corse Rally

Experience the incredible and wild sound of Jean Ragnotti’s Renault 5 Maxi Turbo “Group B” rally car as it tears through the 1985 Tour de Corse Rally and won the race!

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#Rally – Part 2 – The Renault 5 Turbo Competition Versions.

Part 2 of the Renault 5 Turbo story and after the genesis of the whole project and how it got into production, let’s talk about the competition versions of this hot hatchback.

Of course and as said previously, the Renault 5 Turbo was first thought for competition, hence its development and the whole Homologation process. The car was first homologated in the FIA Group 4 category as this was back then, the top category for rallying.

Let’s introduce first the Cévennes type which was more or less, the customer version of the 1981 works car and homologated in Group 4. All presented in yellow, 20 of these cars were produced and available as ready to run cars from the factory but a conversion kit necessitating around 300 hours of work was also made available so street versions could be converted.

Modifications included lightened body panels, reinforcement of the shell as well as safety devices such as the 10 point rops and Stand 21 racing seats, harness and competition “Moto-Lita” steering wheel. Drivetrain and suspension were converted to uniballs and dampers would become double-adjustable ones. Front anti-roll bar diameter was beefed up for more rigidity as well as the mounting points. Braking side, the original ventilated discs were replaced by ventilated and cross-drilled versions and specific master-cylinder and break balance device.

Engine and gearbox mountings were reinforced as well even if power was more or less the same compared to the street version but an air/air heat exchanger was added so the “185 chevaux” extra engine kit could be added as sold by Renault Sport. Bosch electronics were also updated to accommodate the competition needs as well and finally, the gearbox was properly competition updated with proper racing gear-rations and a ZF limited-slip diff added.

A final version of the Cévennes kit would be introduced in 1982 as the French Rally Championship became a “mixed” one and the cars remained in Group 4 but were called the “Cévennes 2”.

Second version appeared in 1982 which was also the year and introduction for the FISA recognized Group B version with the so-called Renault 5 Turbo Tour de Corse. Again, 20 cars were built and made available by Renault Sport and a kit would also be sold so cars could again be converted.

Rops were updated, passing from 10 to 16 points for a total weight of 930kg. Shell side, the bodywork was strengthened as well as the drivetrains again. Engine would stay the same in terms of displacement, 1397cm3 but the turbo would be updated to a Garrett T3 as well as the whole engine and turbo layout being updated. In situ, the turbo would sit behind the engine on its right side while in the Cévennes, the turbo was more or less located on the intake side.  The whole change permitted the engine to pass from 240 to 285 horsepower and lag was in a way reduced. Depending on evolutions added as for example, the 1984 works cars entered at the Tour de Corse had more or less 320 horsepower. Gearbox was updated to an even more effective set of rally ratios, brakes were left to Cévennes specs and the Minilite wheels received the latest Michelin TRX tyres. All in all, it permitted the cars to be closer to the Maxi Group B version as used by the works team.

And third and final version was to be the Renault 5 Maxi 5 Turbo, the steroids were not enough to get the two-wheel drive cars closer to the all-wheel driven cars that Group B had produced so this time, La Régie thought of going nuts on development as well as analyzing the whole regulations in order to find the best fit for the car.

As said in the part one and genesis of the Renault 5 Turbo story, in late 1984, 200 Homologations specials were produced again by the factory as “Série 8221” cars and these were made in order to homologate the Maxi version in the upper engine category as they were fitted with a 1430cm3 engine.

Development was focused on 3 main areas, engine, suspension and aerodynamics. 20 proper rally and factory available cars were officially built with a kit being again available to make the evolution possible from already rallied cars. The shell was again updated and reinforced and received an aluminium roof as well as an updated version of the rops, still 16 points but all in all, the car would give-up 25kg and stand at 905kg.

Bodywork side, the whole car would be studied in a wind tunnel to get better front and rear balance as well as enhancing the downforce. Engine side, it was all about that upper engine, in situ , 1527cm3 displacement as well as the turbo now being massive let’s say. Power would increase up to 350 horsepower and say, 405 at its peak ! Gearbox was strengthened again and ratios updated but still a 5-speed gearbox. Braking would be updated with larger and bigger ventilated discs and tyres had changed so Michelin TB20 were fitted on magnesium monobloc wheels.

All in all, the Renault 5 Turbo was on performance side, a crazy bit of kit, tiny, light and powerful, a proper rally car and results speak for themselves with 3 victories in the World Rally Championship, 1st one being the 1981 Monte-Carlo, second with the 1982 Tour de Corse and third with the Tour de Corse again and the Maxi version in 1985 all achieved by Jean “Jeannot” Ragnotti. There was a fourth one on the 1986 Portugal Rally but well, due to the circumstances, I don’t think it was a triumph….

But anyway, that was only for the World Rally Championship, the Renault 5 Turbo in all version, won more than 15 national rally championships accros Europe as well as many many many single victory… A little bomb !

Less known is that it was also campaigned in circuit racing through the Renault 5 Turbo Europa Cup, Super Production and the dedicated version in France taking the tittle with Erik Comas. In America as well where an IMSA GTU version was raced through the Renault/AMC alliance and a “Le Car” was also used as official pace-car for the Indy Car series and based on the Turbo 2. But well, these are other stories…

That’s all for now. Part 3 ? Well, yeah and that will detail a very desirable car, one of the first proper and works version, what else ?! Well it’s actually for sale..!

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« Hertz » R5 Turbo Tour de Corse

• Auteur de l’article Par Vincent Marique
• Date de l’article 04/08/2024

The Renault 5 Turbo made rallying history, initially being developed as a Group 4 car before evolving into a Group B car in its second generation. This evolution culminated in its ultimate version, the « Maxi ».

Approved in Group B, this Renault 5 Turbo 2 ‘Tour de Corse’ spent a long time on the roads of French rallies in Group F. Its owner since 2004, Vivien Bombré, gave it the traditional yellow and white livery of the 20 ‘Tour de Corse’ customer cars a few years ago.

For the Rally 4 Passion, where it will be driven by Fabrice Rossi, it will sport a new ‘Hertz’ livery, identical to that used by Corsican driver Camille Bartoli in the 1984 Tour of Corsica. Superb!

• Étiquettes group B , R4P , R5 Turbo , renault , Tour de Corse

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#tranquilcollecting

Turbo Time: Tarmac Works Renault 5 Maxi Turbo (Ragnotti/Thimonier, winner 1985 Tour De Corse)

(Find the Renault 5 Turbo Tour De Corse on Ebay , and the Renault 5 Turbo road car on Ebay here as well as at the Tarmac Store )

If you read my Lamley Daily from July featuring the Majorette Renault Clio 16S , you’d remember I dedicated a good chunk of column space to French rally legend Jean Ragnotti and made a reference to his 1985 Tour De Corse win. And now thanks to Tarmac it’s possible for me to have a 1:64 version of his winning car in hand.

The 5 Turbo was created to tackle the might of the Group 4 Lancia Stratos in the World Rally Championship. The humdrum front-engined 5 became a mid-engined, fire spitting beast with styling input from the legendary Marcelo Gandini of Bertone. Surprisingly, at the heart of the Turbo was the omnipresent Renault “Cléon-Fonte” engine, a powerplant that in various forms had powered everything from the Alpine A110 to Romanian Dacias to Renault vans. With the help of Bosch fuel injection and a Garrett turbo the 1.4 litre inline-four was able to produce north of 160bhp. The Maxi Turbo was the zenith of the 5 Turbo line, evolving from the the Group 4 ruleset to battle in rallying’s infamous Group B category. In Maxi form the engine was enlarged to 1.5 litres and could push out over 350bhp. By the time the Maxi entered the stages it was clear that it would struggle against 4WD cars such as the Peugeot 205 T16 and Audi Quattro, however it proved an incredibly capable machine on tarmac. The Tour De Corse rally was therefore a perfect stage to show what the car was capable of.

Over the course of the rally Ragnotti and his co-driver Pierre Thimonier managed to pull out a lead of over 12 minutes ahead of second place Bruny Saby and Jean-François Fauchille in their Peugeot 205 T16. However the event is sadly remembered for different reasons after Lancia driver Attilio Bettega was killed during stage 4. The safety of Group B was immediately under scrutiny and when fellow Lancia driver Henri Toivonen was killed at the 1986 running of the Tour De Corse, the FIA were compelled to act: 1986 would be the end of Group B.

There is no doubt about it though that the Tour De Corse Maxi is probably the best remembered of all 5 Turbos and the Philips Autoradio livery is superbly cool. Tarmac have managed to do it proud in 1:64 scale.

Though my fellow Lamley writer Guillaume Maillard ( @Willdiecast ) will disagree with me, I think the proportions are pretty damn good and the detail is great.

Motorsport liveries are busy and made up of many small stickers and details that when shrunk down to 1:64 can look awful if done wrong. A decal a millimetre out of place can ruin a model this small. I’m therefore pleased to report no issues on the Tarmac car. The decals are top notch and all in the right places, and there’s a small sheet of waterslide decals included to apply the Rothmans branding to the model, though on mine I have yet to do this.

The only criticism that I have about this model is the wheels. They’re a hair’s width too big, and the tyre to wheel ratio doesn’t look right at all compared to a real R5 Maxi. This becomes apparent when you look at Tarmac’s version of the road going 5 Turbo.

The road going 5 Turbo was built in two tranches, with the first batch of 400 being made to comply with Group 4 homologation rules. Built at the Alpine factory in Dieppe, the first cars featured unique lightweight body panels and Bertone seats as well as other unique parts. The following Turbo 2 model shared more parts with the standard R5 range to keep manufacturing costs down. At the time of launch the Turbo was the fastest French production car with a top speed of 120mph and a 0-100kmh time of 6.9 seconds. 4987 of both variants were sold before production ended in 1986.

Tarmac’s version is a pleasant looking miniature but is really spoiled by the wheels. In road car form they look even more out of proportion than they do on the Ragnotti car. And it’s a damn shame because otherwise it’s rather good.

The colour really pops and there’s a well replicated version of the Turbo’s lairy colored interior visible through the windows. It also comes on an incredibly cool base.

Put both cars together and they make a great pair to photograph.

Before I forget to mention: both of my examples roll; the Ragnotti car smooth and well but the road car barely. Whether this makes a difference to your collecting habits or not they’re definitely a good pair to have. Fans of Group B look no further than the Maxi. But fans of the road car may want to wait until Inno bring out there version…

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Renault Maxi 5 Turbo

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In rallies: see video

Specifications

See video That anti-lag pre-turbo butterfly in the picture above is called DPV (Dispositif Pre­rotation Variable - Variable Pre-rotation Device) and was devised and used first by the French guy Jean-Pierre Boudy in the early 80-ies. The real throttle bodies are after the turbo.

This was first used at the Monaco GP in 1982, and developments of the same system are still used in Formula One. But because Boudy defected to Peugeot with his ideas, the 205T16 was the first turbocharged rally car to use his system (The T16 being out before the final evolution R5 Turbo – The Maxi 5 Turbo). Which Renault calls DPV, or Dispositif Pre­rotation Variable (Variable Pre-rotation Device).

"At the very beginning we had made the decision to use it on the Group B R5 Turbo. It's not really necessary for road cars and a little expensive for them, but it's not so complicated". It may not be "so complicated" but the DPV system is an 'extremely effective way of ensuring near-instantaneous throttle response from a competition turbocharged engine’. The system provides for variable air areas and direction angles at the intake to the compressor wheel in advance of the rotation period during which the compressor turbine will require those conditions.

It's not a by-pass system, it's essentially a multi-variable nozzle arrangement which is mechanically linked to the throttle and which changes the direction and area of air which hits the compressor wheel according to throttle position. The rate of change of air flow area and direction is not exactly linear, but it's progressive and always increasing toward full flow at maximum compressor wheel speed.

This irregular mid-compressor-speed flow, which constantly changes the way the air hits the compressor vanes in the mid-range, improves the compressor's efficiency under part-load, because it is arranged so that the turbine will idle at a higher speed than it would given a fixed intake air direction and area. And of course, the higher the compressor idle speed, the shorter the time it will take to reach its important operating RPM. Result: less lag.

Results in WRC

Works team: Renault Elf Philips

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RENAULT 5 MAXI TURBO – TOUR DE CORSE 1985 – J.RAGNOTTI #3

Tour de Corse, Jean Ragnotti and Renault 5 Maxi Turbo: an iconic trio but also a triple winner! In 1985, Jeannot won his second victory in the World Rally Championship and came second during the legendary Corsican event. All behind the wheel of this “monster” that was the Renault 5 Maxi turbo, one of the powerful Group B cars that many still dream of today!

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• Reviews (2)

2 reviews for RENAULT 5 MAXI TURBO – TOUR DE CORSE 1985 – J.RAGNOTTI #3

eric lamblot – 18 October 2020

une des plus belle voiture de l’année

Raoul – 23 August 2022

Très belle voiture mes je n’arrive pas à la commander même auprès dans revendeur ne veul pas commander

Solido – 13 September 2022

Bonjour, ce modèle est malheureusement épuisé. C’est pour ça que votre revendeur ne peut pas la commander 🙂

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