Renault 5 Technical Information
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General Renault 5 Information
Tyres
All Renault 5s were fitted with 13" wheels. The sizes are as follows:
| Model(s) | Year(s) | Wheel Type | Wheel Size | Tyre Size | Wheel Image |
|---|---|---|---|---|---|
| L, TL, GTL, Automatic | 1972-84 | Steel | 4.25J13 | 135/80R13 | File:TL Steel Wheel.jpg 200px |
| TX/Flair | 1982-84 | Alloy | 4.5J13 | 135/80R13 or 145/80R13 | File:TX Alloy Wheel.jpg 200px |
| Gordini Atmo/Alpine Atmo | 1976-82 | Alloy | 5.25J13 | 155/70R13 | |
| Gordini Turbo/Alpine Turbo | 1972-84 | Alloy | 5.5J13 | 175/60R13 | |
| Turbo 2 | 1980-86 | Alloy (TRX) |
Renault 5 Gordini/Alpine Turbo Technical Information
This section describes Technical information about the R5 Gordini/Alpine Turbo and not the R5 T1 or T2.
General
A Renault Gordini Turbos are 'born' as Renault Alpine Turbos. Because in the UK Sunbeam already used Alpine as a type, the Renault is dubbed Gordini. The official Renault reference code for a R5 Gordini Turbo is R 122 B. The code for a R5 Gordini (without a turbo) is R 1223.
Engine
The engine code is 840-26. C6J-7-26 was fitted to the Gordini Turbo, latterly the Renault 5 Le Car 2 Turbo from 1984. Minor differences exist between the engines. The later engine used a different Renix AEI unit, and was equipped with a knock sensor. The Turbo is a Garrett AiResearch T3
Ignition
The Renault 5 Gordini turbo has Renix AEI (Advanced Electronic Ignition)
Unfortunately, the Renault 5 Haynes Manual is wrong when it comes to the correct order of the HT leads on the distributor. See this page on Renault 5 Gordini Turbo HT Leads
Renault 5 Turbo 1 and 2 Technical Information
Renault 5 Turbo 1 and 2 Differences
The Renault 5 Turbo 1 was the first incarnation of the mid-engined Renault 5. It featured aluminium doors, roof and tailgate, principally in order to reduce the weight of the car. It also had a wild and whacky interior, with interesting shades of red and blue cloth/vinyl. It also had a unique dashboard and a single-spoke steering wheel.
The Renault 5 Turbo 2 was slightly more conventional when it was launched in 1982. It shared the front seats and dashboard with the Alpine (Gordini) Turbo and the aluminium parts were replaced with steel. There were also subtle mechanical changes. I (the author) did not understand the technical differences, until finding Technical Bulletin 1069 from Renault, posted on www.clubit5.org.
I am attempting to translate Technical Bulletin 1069's contents here (still a work in progress!). Please excuse any mistakes as I am not a native French speaker:
Renault 5 Mechanics - Base Document: MR 221 Technical Note 1069, October 1984
Update R5 Turbo 2
Summary
Introduction:
- Evolution between 81 and 82 models
- Evolution between Turbo I and Turbo II
Page 1:
- Characteristics of R 5 Turbo II
- Lubricants - ingredients
Page 2:
- Fuel cirucit
Pages 3 - 4:
- Injection
Pages 5 - 6 - 7:
- Injection incidents
- Sealing intake system
Page 8:
- Turbo-compressor
Page 9:
- Water pump replacement
Page 10:
- Clutch
Page 11:
- Brakes
Introduction
Principal evolutions between the Renault 5 Turbos - first and second versions:
- Pressure safety system for turbo: Pressure switch on the heat exchanger air/air (intercooler) has been replaced by a "Torrix" switch. This cuts out the fuel pumps using a relay situated on the interior of the dashboard/steering column moulding.
- Ignition module: Ignition module and rev limiter moved behind the left hand side rear trim panel.
- Tachometric relay: Tachometric relay placed to the left of the steering column - accessible by removing the lower half of the dashboard/steering column moulding.
- Compression ratio: The compression ratio is changed from 7:1 to 7.3:1, after modifying the cylinder head from 80.8mm to 80.2mm
- Fuel injection: displacement of the petrol "lifter" pumps for reasons of accessibility. After vehicle series no. D 0000 938, the lifter pumps are situated behind the metering unit (accesible after removing the lower grille in the left-rear wing).
- Speedometer: replacement of electronic speedometer by a cable operated one.
- Body/chassis: Replacement of aluminium parts (doors, roof, tailgate) by those in traditional steel.
- Windscreen: It was initially bonded, but is now mounted with a traditional rubber joint.
- Roof Spoiler: Removal of fixing screws - secured solely by glue. Unique colour: Black
- Electrics: Adoption of a timer for the rear windscreen wiper, situated under the fitted carpet next to the left-hand sill.
Characteristics of the R 5 Turbo II
| Type of Vehicle | Engine Type | Cylinder Capacity | Bore | Stroke | Compression Ratio | Cylinder head height | Cylinder head gasket thickness |
|---|---|---|---|---|---|---|---|
| 8220 "T1" | 840-30 | 1397 | 76 | 77 | 7.0:1 | 80.8 | 1.4 |
| 8220 "T2" | 840-30 | 1397 | 76 | 77 | 7.3:1 | 80.2 | 1.4 |
| 8221 * | C7K700 | 1432 | 76 | 79 | 7.3:1 | 81 | 2.4 |
- For the last type, the cylinder head, head gasket, crankshaft, wastegate and vis de reglage culbuteurs are different. Err.. translator's note: what's vis de reglage culbutuers?
Lubricants - Capacities
| Part | Capacities (litres) | Quality | Comments |
|---|---|---|---|
| Engine | 3.7 | 15 W 40 or 20 W 50 | |
| Gearbox | 2.8 | API GL 5 or Mill 2105 B or C | IMPORTANT: Do not refill to the fill-level plug, which corresponds to 3.4 litres |
| Braking Circuit | 0.4 | SAE 70 B3 or SAE J 1703 | |
| Cooling system | 10.5 | ||
| Capacity of fuel tank | 93 |
Petrol Circuit
- Left-hand tank
- Right-hand dank
- Lifter pumps
- Lifter pump reservoir*
- Pressure pump
- Accumulator
- Petrol filter
- Fuel distributor metering unit
- 1mm calibrated jet
- Fuel filler neck
- 0.6mm calibrated jet
- Petrol gauge sender
- Calibration
- Breather pipe
Injection
RECALL OF THE PRINCIPAL VALUES OF CONTROL
Injection Pump
(In the front left of the engine compartment) Pressure: 5.2 to 5.28 bar at 120 litres/hour
Petrol Filter
Replace at 1,000km and every 30,000km
Additional Air Draw
After 10 minutes maximum under tension, it is completely closed.
Air Filter
Paper cartridge. Replace every 30,000km
Injectors
Injector flow at full load for 20 seconds: 80 to 83cc
Injection Pressure
Control: 5.2 to 5.8 bar Regulated: 5.4 to 5.6 bar
Minimum Residual Pressure
After 10min: 2 bar After 20min: 1.7 bar
Pressure (hot engine) - - - translator's note: what's Pression de commande?
40mb depression: 2.7 to 3.1 bar 460mb: 3.4 to 3.8 bar
Pression de commande (cold engine)
See MR 221 - Page B 39
Turbo Compressor
Garret with wastegate which limits the pressure to 860 +/- 30mb (At 6000rpm, full charge)
Mechanical pressure sensor opens at 1.05 +/- 0.05 bar
Elecrical pressure sensor switches at 1.450 +/- 0.075 bar
Idle speed
Turbo I until engine 477: 1200 +/- 50rpm Turbo I from engine 478, Turbo II: 1050 +/- 50rpm
CO: 1 to 1.5%
Swiss Equipment Particulars (Equipment 123)
- Butterfly box equipped with a damper (dash-pot)
- No initial advance
- CO Regulator
Regulation of the damper (dash-pot)
The movement of the damper for the butterfly must be from 4mm +/- 0.5 (x dimension) before return of the butterfly lever to the stop (4).
Place a hold of 4mm between the stop and the screw (4).
etc....
Injection Faults
1) Lifter pumps
Fault:
Poor functioning of a pump.
Action:
- Remove the connector from the tachometric relay and connect pins 30 and 87
- When removing the fuel cap, one can note the return of the petrol to the filler neck. Note: I am not sure of this translation. The French was (approximately): En enlevant le bouchon de replissage du reservoir, on doit constater un ecoulement d'essence dans la goulotte par le tuyau de retour.
Note: the functioning of a single lifter pump is enough to run the engine but disturbs the autonomy of the vehicle
In this case, proceed with a diagnostic examination of the fuel gauge
2) Air intake for inlet circuit (between fuel distributor metering unit and inlet manifold butterfly
Faults:
- Engine idle not stable
- Engine does not start
- Poor acceleration
Remedies:
- Remove the air/air heat exchanger and its air supply conduit
- Remove the tubes for air between the butterfly box and the cone for the probe... Note: Translation help required here!
- Check that the sealing is perfect at each connection
- Check that everything is in the correct position and that the collars are tightened
3) Checking Injector Flow
Observations and checks:
At the time of driving, lack of power from a high performance engine, observing explosions in the inlet tubing under acceleration.
In addition to traditional checks, it is necessary to check the flow of the injectors with the help graduated test-tubes.
Plateau sonde maintenu leve a fond
Make the pumps work for 20 seconds (by shunting the tachometric relay)
One should obtain 80 to 83cc per injector.
Causes of faults:
- Petrol filter blocked
- Blocked injectors
- Blocked or kinked injector pipes
Important:
We remind you that the fuel filter must be replaced at the 1000km inspection (service) and that when any work is carried out on the injection system, one must pay particular attention to cleanliness.
4) Smell of Petrol
Fault:
In case of complaint concerning petrol Odometer Readingurs in the passenger compartment, in particular after the vehicle has been sitting.
Possible Causes:
Poor functioning of breather system for the fuel tanks.
Remedies:
- It is necessary to check that this is not blocked.
- To lengthen it so that it goes down well below the chassis after positioning the grommet part no.: 77 00 541 685, which is indicated on the photo:
Sealing of the Induction System
in the event of complaint of the Customer or lack of performance, before condemnning the Turbo, making sure that there is no leakage from the exhaust manifold, and especially on the induction circuit.
For this:
- pincer la durit inferieure du regulateur de pression de commande
- pincer la durit entre boitier papillon et waste-gate
