80s face-off: Renault 5 Turbo RWD vs Alpine A310

Dieppe-based Alpine established itself with the A110, winning the 1973 Monte Carlo Rally and the World Championship. But by the late '70s competitors, like the Lancia Stratos, caught up. Renault had to act fast and decided to compete with a new car in the Group 4 (later Group B), the 5 Turbo.
The little mid-engined, rear-wheel drive beast proved to be a worthy successor, as in 1978, driven by rally legend Jean Ragnotti, also won the Monte Carlo Rally.
At that time, the most coveted road-going Renault was the Alpine A310. Two years later this changed, as the coupe's supremacy was challenged by the production version of the 5 Turbo, in what turned out to be one of the '80s biggest face-offs.
Initially, the A310 was powered by a 125 hp 1.6-liter four-cylinder engine, featuring 2 twin barrel Weber carburetors. In 1976, besides being restyled, the French coupe was fitted with the 2.7-liter V6 engine, jointly developed by Renault, Peugeot and Volvo. Power rose to 150 hp, enough to push the A310 to a top speed of 220+ km/h (137+ mph).
When it launched in 1980, the 5 Turbo took another route while trying to deliver top-notch performances. Relying on its extensive F1 experience, Renault gave it a 1.4-liter turbocharged engine, developing 160 hp. And unlike the standard 5 that had a front-mounted engine, the Turbo model featured a mid-engine layout.
The two cars were very different in terms of design, but both featured the same technical setup: mid-to-rear mounted engine and rear-wheel drive. This made the face-off very interesting, as performance-oriented buyers, capable of ignoring the price difference, had to make a difficult choice: displacement or force induction.
The decision was made even more complicated by the fact that the 5 Turbo was equally fast, reaching a top speed in excess of 200 km/h (124 mph).
Check out the gallery below to see more photos of the two cars and don't forget to share your choice with us, in the comments section.
By Csaba Daradics
Lead photo source: Idei , Videos: Youtube

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Renault Wind Tuned by Elia coming to Essen Motor Show

After SEMA and more recently the ongoing LA Auto Show, next up on our motor show calendar is Europe's largest tuning event that takes place n the city of Essen, Germany from November 27 to December 5. Speeding to this year's Essen show is a new tuning proposal for the freshly launched Renault Wind by Elia.
The German tuning house said the package for the Twingo-based roadster model will include some subtle aero parts along with LED daytime running lights and 18 inch alloy wheels shod in 205/35 tires up front and beefier 235/30 tires at the back. Though it would make the package more desirable, unfortunately, the lady with the hot shorts and high-heel pumps is not part of Elia's offerings.
Performance upgrades will come in the form of a sport suspension and an ECU tune that promises to add 16HP and 28Nm of torque, though Elia didn't clarify if the software tune is for the 100HP 1.2-liter Turbo or the 133HP 1.6-liter engine
We'll have more details on the tune from the Essen Show next week.

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Renault Unveils Updated Dacia Duster Ice for next Andros Trophy

As Renault is continuing to work on Dacia's image, the Duster Ice will once again compete in the Andros Trophy, after finishing in second place last year. Set to be piloted by the legendary Alain Prost, the updated model features a number of evolutions for the new season. The opening round of the ice-racing championship will be held at Val Thorens (France), on the 4th and 5th of December.
Developed by Renault Sport Technologies, the Dacia Duster racecar features a tubular chassis with a lightweight fiberglass body with power coming from a Renault-Nissan-sourced 3.0-liter V6 engine producing 350-horsepower.
The six-cylinder powertrain underwent a few key modifications and churns out an extra 20Nm of torque (15 lb-ft) at 3,000 rpm. Power is sent to all four wheels, through a six-speed sequential gearbox, while the suspension features new shock absorbers better suited for the rough, icy terrain on which the Andros Trophy events are held. For added precision, engineers also modified the electro-hydraulic steering system, which turns all wheels.
Alain Prost commented:
"We are determined to build on what we started last winter. The thinking behind our second year together marks a logical step forward in sporting, technical and brand terms. Last season, we were aware it would be tough to win the Trophée Andros with a new car, not to mention the fact that the programme began at a relatively late stage. Our overriding aim was to take part, try to be competitive and win races, and also win over the public. This time round, my intention is to challenge for the title. We completed two very positive days of testing at Val Thorens last weekend. Our work on Duster has clearly paid dividends and we are convinced we have the means to make a strong start."
Overall, the Romanian brand's image is at an all-time high, as the budget SUV is also a finalist in the 2011 Car of the Year competition.

By Csaba Daradics

Dacia Duster Technical Data

CHASSIS

Tubular steel chassis Double wishbones

ENGINE

Renault-Nissan Alliance-developed Type VQ 30 engine Mid-rear position V6

Valves: 24

Cubic capacity: 2,987cc

Bore x stroke: 93mm x 73.3mm Maximum power: 257kW EEC (350hp) at 7,500rpm

Maximum torque: 360Nm EEC at 5,500rpm

TRANSMISSION

Six-speed SADEV sequential gearbox

BRAKES

Front: 260mm-diameter ventilated steel discs

Rear: 265mm-diameter steel discs

WHEELS AND TIRES

Magnesium, 5.5'' x 16'' Continental Ice Racing Contact 3 tyres

DIMENSIONS / WEIGHT

Length: 4,001mm Width: 1,900mm

Front/rear track: 1,690mm

Wheelbase: 2,500mm

Weight: 950kg

Fuel tank: 25 litres

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Lotus Renault GP is the New Kid on the 2011 Formula 1 Block

Lotus announced today that it’s taking over the “Renault F1 Team” and creating a new team named “Lotus Renault GP” that will compete in the 2011 Formula 1 season and onwards. This is not the first time that the two companies have worked together in Formula 1, as in the 1980s, Lotus used turbocharged engines sourced from the French carmaker.
While Renault will continue to supply engines and technical support, the Lotus Group will own and run the newly formed F1 team along with Genii Capital, a Luxembourg-based company that acquired Renault's stake in the team.
The British maker said that the new partnership brings the ability to quickly incorporate new technologies from F1 cars into its own road cars including hybrid technology, Kinetic Energy Recovery Systems (KERS), aero advancements and lightweight materials.
Genii will contribute to the partnership with non-Formula 1 technolgies such as lightweight braking systems, variable compression engine technology and software. Furthermore, Genii Capital will help Proton, owner of Lotus, to expand into new markets, such as Russia, and potentially access additional automotive technologies.
Gerard Lopez, founding partner of Genii Capital, said: “For Group Lotus, access to Formula 1™ opens up new marketing opportunities and a major platform for business exchanges and development. In this regard, Genii Capital possesses shareholdings in, and direct access to, cutting edge companies in the automotive industry. Our tie-up with Group Lotus and Proton, which will enable its future road car ranges to take advantage of significant new technologies, is a natural step.”
Group Lotus CEO Dany Bahar, commented: “I can think of no better platform for automotive brand communications than motorsport and F1 We’re well aware that there has been a lot of controversy around the usage of our brand in F1 and I’m delighted to be able to formally clarify our position: We are Lotus, and we are back.”

By Csaba Daradics

Retour vers le futur: Renault's Amazing 800HP Espace F1 MPV Prototype

I don’t have children, but I bet school runs can become pretty boring. However, if parents could get their hands on a Renault Espace F1, I’m sure they'd sing to a different tune when they'd return back from school... Unveiled in 1995, this über-Espace was not your typical soccer-mom transporter. Created to celebrate the 10th anniversary of the French MPV and Renault’s decade-long involvement in Formula 1, the concept was literally an F1 racer in disguise.
Power was sourced from the 1993 Williams-Renault FW15C single seater racecar. The 3.5-liter 40-valve V10 powerplant initially developed 700 hp, but engineers managed to squeeze another 100 ponies pushing output to 800 hp. As with the F1 car, the V10 was mounted in the center sending power to the rear wheels, through a 6-speed semi-automatic transmission.
Performance was simply mind-boggling: the Espace F1 could reach 100 km/h (62 mph) in just 2.8 seconds and 200 km/h (124 mph) in 6.9 seconds. Top speed was pegged at 312 km/h or 194 mph.
Stopping power was equally impressive. Fitted with carbon-ceramic brakes, the special Espace could accelerate from 0 to 270 km/h (168 mph) and then brake to standstill in less than 600 meters (1,969 ft).
Is this the ultimate MPV or what? Check out the videos below to see it in action.

By Csaba Daradics

Source: Renault / Youtube

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Automotive Flops: Renault’s Quirky 2001 Avantime Coupe-MPV

The automotive industry has seen many flops during its century-long existence, most of them due to poor thinking and execution. Every once in a while, though, some truly innovative vehicles receive the axe simply because they were ahead of their time.
Renault’s Avantime is one such an example. Built in cooperation with Matra, the coupe-MPV was unlike anything else on the road when it was launched in 2001. Unfortunately, buyers weren’t ready to embrace such a radical vehicle. Ironically, a decade later, oddities like the BMW X6 and Nissan Murano CrossCabriolet are on the verge of becoming trendsetters.
The Avantime’s history dates back to the early 1990s, when Philippe Guédon, head of automotive division at Matra, noted an important change in the customer base of the Espace.
He believed that children of Espace owners remained loyal to the brand even after they grew up, but also wanted Renault to give them something new, with a stronger focus on driving pleasure. This how the CoupéSpace concept came to be, a design study that offered the van’s versatility, clad in a 2+2 coupe body.
A partnership between Renault and Matra was signed in 1998 and the Avantime name was adopted. The chassis came from the Matra-built Espace III, while design guru Patrick Le Quément was responsible for the body and interior.
The key word for the coupe-MPV was innovation. In hindsight, this was an understatement, as the French maker boldly went where no one has gone before. The name, which sounds like “ahead of time”, wasn’t just a cheap pun.
The Avantime featured a “one-box” setup, typical for an MPV, but eliminated the B-pillars to obtain the desired coupe look and had two enormous doors, for easy access. Much of the body was built using galvanized steel and polyester panels, while the upper structure was made from exposed aluminum. This lowered the center of gravity and improved rigidity, allowing engineers to fit the Avantime with a large sunroof.
Despite the very long doors, the Avantime could use a normal parking space without any trouble. It had a never before seen double parallel-opening system (dubbed “double-kinematic”), which minimized outswing.
Inside, the second row of seats was positioned higher, giving passengers a theater-like experience. The panoramic roof improved the sensation of space and, at a push of a button, it could be opened, together with all windows, for an “open air” mode.
The cabin featured four individual seats with incorporated seatbelts and clad in upscale leather. The interior design was minimalistic, but the materials and build quality was above average for the time.
Upon sale, the Avantime boasted a 3.0-liter V6 petrol engine, delivering 207 hp. Just like today, the large displacement scared away most European buyers and the smaller 2.0-liter petrol and 2.2-liter diesel powerplants were offered too late. Thus, Renault was simply unable to avoid the disaster that was shaping up.
In 2003, only two years into its lifecycle and with just 8,557 units sold, the futuristic Avantime was discontinued, in what was to become one of the biggest flops that the French maker had to endure.
However, the Avantime was not a bad car and it’s a prized item among collectors these days. A nice example sells for just £4,500 (€5,377 or US $7,127 at today’s exchange rates) on eBay UK, which is pocket change for such a unique car.

By Csaba Daradics

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