Renault 5 gt turbo owners manual

In a modern context this might sound dismal, but in , in a car weighing just kg, it was genuinely impressive. It was still impressive almost a year later when the 5 GT Turbo finally made it to Britain and marched straight into the heart of a classic hot hatchback war, advancing boldly towards the Fiat Uno Turbo i. The 5 could hit 96kph from rest in 7. The front springs, dampers and anti-roll bar were all new, resulting in a 38mm drop in ride height, whilst the changes at the back were even more fundamental, comprising a brand new V-section beam at the forward end of the trailing arms, plus an additional transverse torsion rod and a new anti-roll bar, both split in the middle and attached to a floating lengthways link that anchored to the main beam.

Renault claimed the net result was greater roll stiffness, reduced understeer and less risk of lift-off oversteer. And whilst the ooh-la-la yellow fog lamps remained, the never-popular fake ducts on the rear arches disappeared. The ride height was dropped by another 5mm all round and the front geometry tweaked, while, more significantly, the engine was given a bit of a tickle with new ignition mapping, better knock detection, tighter build tolerances and a water-cooled turbocharger, these changes ostensibly bringing better drivability and durability to a car that had earned a bad rep for hesitant hot starting and traffic-jam tetchiness.

These are the things that make the GT Turbo feel slightly vintage, yet almost everything else about the way it drives is weirdly and endearingly modern. In so many ways, most notably its uncanny front-end grip, firm but acceptable ride and fluid, easy gearshift, it feels recognisably like a Renault hot hatch. It feels like the place where it all began.

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