Forcing the induction issue
BOOST, FLUTTER, whistle, spool-up, lag. These might be common descriptors among car enthusiasts today, but once upon a time turbochargers were exotic artefacts. It’s easy to gloss over the important part that Renault played, but it genuinely did lead the turbocharged revolution through motorsport and into its road cars.
This year marks the 40th anniversary of the company’s first victory in Formula 1, scored by Jean-Pierre Jabouille and the RS10 at the French Grand Prix two years after its revolutionary RS01 predecessor, also driven by Jabouille, had been revealed to a sceptical paddock and an intrigued public at 1977’s British Grand Prix.
Renault had some successes in endurance racing to its name, but a victory in F1 with a blown 1.5-litre V6 surprised more than a few people. The technology, initially developed with F1 and rallying in mind, went on to have a profound impact on the company’s road cars over the next decade.
To celebrate the occasion, Renault has transported a selection of its turbocharged road cars to the small circuit of La Ferté-Gaucher about an hour east of Paris. Here are not just the obvious suspects but also some of the less wellremembered turbos. Renault’s engines were not the most sophisticated, but adding a turbocharger to these durable units was a very quick and dirty way to make sure they could compete with the opposition.
First up is that 1980s hot hatch icon, the 5 GT Turbo. It’s not the first time I’ve driven a GT Turbo, but this is a prime example of the breed and the exceptionally rare ‘phase one’ model to boot. Despite the somewhat cramped driving position, it doesn’t take long to remember why I remember this car with such fondness. It’s such a hoot!
The way the power is delivered with a big wallop of mid-range torque is endlessly satisfying, and even just a couple of laps is enough to rediscover how the chassis allows you to explore the limits of grip without fear. It’s so benign, friendly and trustworthy that you can really play with it through the high-speed corners. It’s not the sharpest of tools but at just 855kg it feels light on its feet, the better to make the most of its 115bhp.
Next is a Renault 11 Turbo, an overlooked and largely forgotten car that proves a welcome surprise. Much as the Peugeot 309 GTI was to the 205 GTI, this car was closely related to the smaller Renault 5 GT Turbo (which it actually pre-dated) but has gained almost none of the cult following. Also as with the 309, it’s often said that the 11 was marginally the better car to drive, and I have to say it’s a lot of fun.
This car is freshly restored, and it certainly feels in fine fettle with performance breathtaking even by today’s standards. Out of the lowspeed, second-gear harpin, the inevitable lag subsides and the little Renault devours the tight circuit through a sequence of third-gear corners. It has so much torque that there’s little need to hang onto the gears. The assisted steering in this example robs little of the steering’s feedback while adding to the sense of agility.
I admit that I’ve wanted to drive a Renault Fuego Turbo for as long as I can remember. This Robert Opron-styled coupé was one of the most aerodynamic cars of its era, and it also pioneered a key technological advancement: ‘plip’ remote central locking, using an infra-red beam, as standard. Of course the Fuego’s underpinnings were far from advanced, being
based on those of the Renault 18 (also available in Turbo form). It drives a lot better than the 18 did, but I’m disappointed to find that it’s far from the sports car my 10-yearold self wanted it to be. The lag is present, of course, but unlike the featherweight hatches this 1050kg coupé doesn’t thrill once the boost has arrived. This brief encounter leaves me somewhat cold, but I can imagine the Fuego making a very usable daily driver.
Jumping into the 21 Turbo, here in 175bhp front-wheel-drive form rather than the later Quadra, it’s clear that the game had moved on a long way in quite a short time. Not only is this car’s 2.0-litre engine much more refined and responsive, it also feels extremely quick. The soft suspension is disconcerting at first if you’re used to modern cars of similar pace, but you soon discover that the 21 Turbo handles just like a slightly bigger 11, always safe and secure.
That soft suspension is the main thing that dates this car, but there’s much to be said for its blend of suppleness and speed. The 21 Turbo could give a Sierra Cosworth a fright in period, too. Finally we are appreciating just how ahead of the curve this turbocharged performance saloon really was.
It may not be quite appropriate, but I can’t resist taking Renault’s turbocharged executive saloon for a few laps. I’ve never seen a 25 Baccara in my life before, and it really is the height of speedy luxury with its 205bhp turbocharged V6 and ruched leather seats. The first turbocharged 25 was launched in 1985, athough this facelifted example is a later model.
The torquey delivery suits this car perhaps even more than all the others. The over-light steering is typical for a car of this age and class, but it handles the tight course with surprising ease. It’s also hard to think of a more comfortable car; it’s up there with any big Citroën.
So, what has all of this led to for Renault? The Mégane Trophy-R is its latest high-performance machine, whose slightly absurd £72,140 list price has caused a bit of a stir. It can lap the Nürburgring in 7min 40.1sec equipped with carbonfibre wheels and brakes, as befits RenaultSport’s growing legacy of frighteningly quick Méganes. But perhaps more important is that almost every new car on sale is now turbocharged. Renault was a pioneer in this field, and all of these cars helped to pave the way.
Between stints, we were also treated to a few demonstration laps of the small circuit by René Arnoux in an RS10. Hearing this car, recently subjected to a full restoration, was spine-tingling; listening to Arnoux speaking about driving the car in period even more so. In this very car he sparred with ‘ best friend’ Gilles Villeneuve in the 1979 French Grand Prix, eventually finishing third after an epic battle: one of F1’s golden moments, one of its most important cars. Renault championed forced induction when nobody else dared, and it paid off. Handsomely.