Ojcem Renault 5 Turbo był Jean Terramorsi, odpowiedzialny za modele limitowanej produkcji. W 1977 roku wymyślił sportową wersję małego Renault 5, korzystającego z kluczowej technologii Renault, turbosprężarki. Dzięki centralnie umieszczonemu silnikowi z turbodoładowaniem, wzmocnionemu podwoziu i specjalnemu zawieszeniu oraz spektakularnemu nadwoziu ze stali, lekkich tworzyw i aluminium, R5 Turbo, zaprezentowane w 1978 roku, było ogromną sensacją. Pierwsza wersja (spełniająca regulamin rajdowej Grupy 4) w 1980 roku wygrała Rajd Monte-Carlo i Tour de Corse. Zaledwie 20 egzemplarzy kolejnej wersji „Tour de Corse” (TDC), zostało zbudowanych na sezon 1983, zgodnie z nowymi przepisami dla Grupy B, które zastąpiły Grupę 4. Samochód został zdeklasowany przez rywali i konieczne było radykalne przemyślenie tematu. Model z napędem na cztery koła, taki jak Audi Quattro czy Peugeot T16, nie był możliwy do zbudowania z racji zbyt niskiego budżetu. W nowym Renault 5 Maxi Turbo problemem były zbyt wąskie tylne koła. Aby przejść do wyższej klasy, Renault zdecydowało się zwiększyć pojemność silnika z 1397 do 1527 cm3, używając wału korbowego zwiększającego skok cylindra o 5 mm i średnicy cylindra o 1 mm większej. Dzięki mnożnikowi dla silników turbodoładowanych przekroczono limit dla klasy 2-litrowej. Zmodyfikowano zawieszenie, skrzynia biegów otrzymała magnezową obudowę, wzmocniono karoserię, hamulce, zastosowano duży intercooler, przesunięto turbosprężarkę, wydech został skierowany przed prawe tylne koło. Silnik wytwarzał teraz 350 KM przy 6500 obr./min. Zgodnie z wymogami regulaminu zmontowano 20 samochodów 5 Maxi, choć 10 z nich zostało rozebranych dla pozyskania części. Tylko dziesięć sztuk zostało sprzedanych z certyfikatem umożliwiającym ich rejestrację.

Tak wyjątkowe samochody, jak Maxi 5 Turbo, rzadko pojawiają się w sprzedaży. Samochód wystawiony na aukcji jest oficjalnym pojazdem Renault Hiszpania, prowadzonym przez dwukrotnego mistrza świata w rajdach, Carlosa Sainza. Ten imponująco wyglądający samochód grupy B został odrestaurowany przy użyciu oryginalnych części przez swojego drugiego kierowcę, Guillermo Barrerasa, który dokonał renowacji pod koniec swojej kariery w rallycrossie w 1989 roku. Ten spektakularny samochód, którym wciąż można wziąć udział w historycznych imprezach motorowych, sprzedany został za 667520 euro, czyli prawie 3 miliony złotych.

Photos © Peter Singhof

Link: https://www.artcurial.com/en/lot-1985-renault-5-maxi-turbo-4058-11

Sale Parisienne 2021 – 05 february 2021 /Lot 11 1985 Renault 5 Maxi Turbo

Lot 11
1985 Renault 5 Maxi Turbo
Estimation 400,000 – 600,000 €

Sold 667,520 €

Competition vehicle
Unregistered
Chassis no. PT 8220E 00001

– The most powerful 2WD Group B car
– Ex-Carlos Sainz
– The ultimate R5 Turbo
– Superbly preserved

The Renault 5 Turbo came about thanks to Jean Terramorsi, the deputy head of product management for Renault responsible for limited-production models. In 1977, he conceived a sporting version of the company’s star, the little Renault 5, but simply improving its handling or power output – as with the R5 Alpine – was not enough. Terramorsi felt he needed to turn it into a true rally car, using Renault’s key technology: the turbocharger.

With its mid-mounted turbocharged engine, strengthened chassis and special suspension, its steel, polyester and aluminium body and its spectacular rear, far wider than the front, the R5 Turbo, presented to the press in 1978, was the subject of great passion. The first version (Group 4) in 1980 won the Monte-Carlo Rally and the Tour de Corse. Just 20 examples of the next version, logically named the „Tour de Corse” (TDC), were built for the 1983 season, in accordance with the new regulations for Group B, which replaced Group 4.

It soon became clear, however, that the car was outclassed by its rivals and a radical re-think was called for. Patrick Landon (head of Renault Sport’s rally department) received the whole-hearted backing of Gérard Larrousse, the managing director of Renault Sport. A four-wheel drive model, like the Audi Quattro or forthcoming Peugeot T16, was a possibility, but the Group B regulations required that a series of 200 cars be made available through the dealer network in order for 20 cars to be built for competition! It was inconceivable, given the budget allocated by Renault.

The difficulty of the TDC was that the rear wheels were too small. To fit larger wheels, Renault had to increase the engine capacity from 1397 to 1527cc, with the help of a crankshaft with a 5mm longer stroke, and a 1mm larger bore. With the multiplication factor for turbo engines, this let it exceed the limit for the 2-litre class. A series of 200 R5 Turbo 2s was offered to customers with a larger engine, the type 8221 instead of the 8220 of the R5 Turbo. It should be noted that this limited run of Turbo 2s had an aluminium roof, as on the R5 Turbo „1”.

But the changes did not stop with the engine: the future Maxi 5 was a complete reworking of the TDC: the front and rear wishbones, hub carriers, anti-roll bars and shock absorbers were all different. The gearbox had a magnesium sump and the car’s unique bodyshell was strengthened. The brakes were initially identical to the TDC but the diameter was later increased to 299mm. François Bernard was responsible for the chassis and Philippe Coblence for the engine. Coblence drew on Renault’s research in F1 into fuel-injection, the ignition system, turbocharging and the air-to-water intercooler made by SECAN, a subsidiary of Chausson.

In particular, the injection of water into the intake manifold reduced the temperature of the air by 10°. The large SECAN intercooler specific to the model was relocated from the left rear wing to above the gearbox. The turbo meanwhile was moved to the right in the wing, with a special mechanism to limit the intense heat produced, and the exhaust was routed ahead of the right rear wheel, to reduce the heat generated in the engine bay. The engine now produced 350bhp at 6500rpm, with very high maximum torque of 311lb·ft, 72lb·ft more than the TDC!

For homologation reasons, 20 Maxis were assembled, but thanks to the valuable information provided by Patrick Landon, it can be stated that when the 20 cars were presented to the FFSA, ten were assembled „dry”, with no fluids, and were stripped down immediately afterwards. Only ten cars were in running order and were sold with a certificate enabling them to be registered (Archives of P. Landon):

Series no. 701: registered 7499 YA 91, works car in Philips colours, sold to Dominique de Meyer in 1986
Series no. 702: registered 9489 YB 91, works car in Philips colours, won the Tour de Corse in 1985
Series no. 703: registered 5555 SP 30, sold to the Gard Departmental Council for Philippe Touren
Series no. 704: registered VA 4650 M (SP), supplied to FASA Spain for Carlos Sainz
Series no. 705: registered 27 FJE 75, supplied to DIAC Renault for François Chatriot
Series no. 706: registered 194 FGL 75, supplied to Renault Compiègne for François Chatriot
Series no. 708: registered 367 YC 91, works car in Philips colours, sold to Pascal Thomasse in 1986 with the identification plates of no. 701
Series no. 709: registered 40840 (AND), sold to Gérard De la Casa in Andorra
Series no. 710: registered 4838 TE 14, sold to Gérard Paquet
Series no. 712: registered 21 RG 28, sold to Renault Chartres for Didier Auriol
711 was a kit kept by Landon’s team, 713 was a kit sold to Renault Chartres and 707 was a kit supplied to either FASA or DIAC.

The semi-official teams, such as Renault Chartres, DIAC or FASA Renault Spain in effect received a complete car which could be registered and a second as a kit … Renault Chartres thus competed with two cars with the same registration number for Didier Auriol: one (712) sponsored by 33 Export, the other (713) by Philips. For Renault’s DIAC subsidiary, which specialised in car finance, François Chatriot’s first car (706) caught fire on the Rallye des Garrigues in 1985. It was immediately replaced in competition by 705, then completely rebuilt using the spare bodyshell. Renault Classic still owns four Maxis, including the real DIAC car (705), which has never left its reserve collection, and two „Philips” cars, one of which has the registration papers of 702.
It should not be forgotten that half the Maxis were stripped down for parts! The numerous bodyshells and mechanical components available during the Maxis’ time in competition meant they could be rebuilt from standard R5 Turbo bodies, Maxi bodies damaged in accidents or even from new Maxi bodyshells still available when Group B came to an end. It is important therefore to be able to trace the history of these legendary cars, which symbolise the wild years of Group B. We will look now at the history of Carlos Sainz’ cars, including the very fine example from Lohéac.

THE MAXIS OF CARLOS SAINZ

Carlos Sainz, the famous Spanish driver, began his career with a Renault 5 TS. Thanks to Bernard Tramont, a former semi-official driver for Alpine and FASA Renault, Renault’s subsidiary at Valladolid in Spain, he was quickly able to move up to the Group 4 R5 Turbo (VA 6658 I) and then an R5 TDC (VA 5060 I).

In spring 1985, he naturally took delivery of the Maxi 5 no. 704. The car was not registered straightaway, as it was not yet homologated in Spain. Until April 1986 it was driven with a temporary registration valid for six months, on red plates. Sainz competed in the first part of the 1985 season with his TDC. In June, he made his first outing with the Maxi 5 on the Rally Villa de Llanes, where his main opponent was Bruno Saby, driving a Peugeot T16. They fought hard, right up to the moment when the Spanish driver came off the road, seriously damaging the front of his car. The car was repaired and the second bodyshell, supplied as a kit, was fully assembled so that FASA could finish the 1985 season and start the next with two cars, as Renault Chartres, DIAC and Renault Sport had done, as Landon confirmed. It was a wise decision, as the Maxi was entered in October 1985 in the Rally San Froilán, which again ended in an accident! It was a painful start with the Group B car for the Spanish driver …

In November, however, for the Rally Valeo Madrid, FASA entered a Maxi with a different temporary registration, 2M 3536P. This confirms that two cars were available, as the car damaged on the San Froilán was registered 2M 2527P and both numbers were valid during the second quarter, i.e. at the same time. Sainz finished third and was runner-up in the 1985 Spanish Rally Championship.
The new season began in February 1986 with the Rally Costa Brava, where the drivers were met with snow! FASA eventually obtained the car’s homologation for road use in March and it was allocated the well-known registration number VA 4650 M and the chassis number PT 8220E 00001 (PT for prototype), which can be seen on the Maxi from Lohéac. Renault’s chassis number VF1822100F0000704 was thus not used for this exceptional homologation granted by the Spanish authorities.

In 1986, Sainz competed in 15 rallies. On the Rally de Llanes on 1 June 1986, when he was in the lead with VA 4650 M, he skidded coming down the Fito on some worn-out tarmac and ran off the road, just as he had the previous year! He hit a tree trunk hard head-on. The front of the car was completely destroyed. Christian Pouchelon was present and confirmed the story. For Landon it was a miracle that Sainz escaped unhurt!

For the next rally, in the Canary Islands, the second car was used, as can be seen from its temporary registration from the first quarter of 1986, 2M 4747P. It had an air vent on the roof (which was present throughout the season until Group B was banned at the end of the year) and was forced to retire due to engine problems. For the rest of the season, Sainz used the second car (with a new temporary registration valid for six months from July 1986, 2M 5986P) and then the Maxi which had been damaged on the Rally de Llanes and had been rebuilt with a new bodyshell, making its reappearance in August registered VA 4650 M.

The strongest evidence that two Maxis were used came in November, when Sainz competed in three rallies: he drove in turn the car registered on temporary plates, then the car registered as a prototype and finally – for the last event of the season – once again the car on temporary plates, which had been serviced.

It is clear that for the 1986 season two Maxis were used. The Spanish FASA team did not want to incur any problems with the local authorities and therefore used the registration papers corresponding to each of the two cars. As we explained above, that was not always the case for some of the French teams, who used the same registration papers interchangeably for the two cars they had prepared. It seems very likely that the Maxi kept at the Manoir de l’Automobile was the car registered VA 4650 M used for the latter part of the 1986 season. The complete list of Sainz’ entries with the Renault 5 Maxi can be consulted in the online version of the auction catalogue.

In 1986, Sainz won four rallies, came second on four occasions and retired six times, again finishing as runner-up in the Spanish Rally Championship.

AFTER SAINZ

One of Sainz’ two Maxis was then assigned to Guillermo Barreras, an official FASA Renault rallycross driver. The Maxi was equipped with a front drive axle to convert it to four-wheel drive … With the car still registered VA 4650 M, Barreras finished second in the Spanish Gravel Rally Championship in 1988 and fourth in 1989. After restoring the car completely in 2WD configuration and Sainz’ colours, he sold it to Olivier Quesnel in July 1990, as can be seen from the correspondence on file.
The second Maxi was sold to Alvarez Santiago in the Canaries, who also converted it to four-wheel drive for use on gravel. It too was restored in 2WD spec, in FASA Renault’s colours. It was offered for sale a few years ago and is still in Spain.
The mechanic sent by Patrick Landon to help FASA was Christian Pouchelon, a member of Renault’s motorsport team since the 1970s! He shared with us his memories and confirmed some aspects of the history of Sainz’ Maxis. In particular, he authenticated this Maxi as the Group B car which he supported for Renault Sport and expressed his conviction that it was the car Sainz used at the end of the 1986 season. We cannot state categorically whether the car from the museum in Lohéac is the one registered as a prototype or on temporary plates, but the fact that the number PR8220E00001 is stamped on its chassis and that the car was sold by Barreras to Quesnel implies that it is in all likelihood the car registered as a prototype as VA 4650 M and not the car only registered on temporary plates.

Photocopies of the Spanish prototype registration document are provided with the car: the prototype chassis number PR 8220E00001 shown on it is the one stamped on the right rear suspension turret of the car from the Manoir de l’Automobile.

DESCRIPTION OF THE CARLOS SAINZ R5 MAXI TURBO FROM THE LOHÉAC MUSEUM

Some specific features may be noted compared with a Group 4 or „Tour de Corse” car:

– Reinforced bodyshell unique to the Maxi with aluminium roof and doors, Kevlar bonnet and wings, specific rear bodywork to improve flow to the large air filter and increase downforce, and eight lights at the front
– SECAN air-to-water intercooler positioned above the gearbox
– Injection of water into the intake manifold (F1 technology)
– Specific type of turbocharger installed to the right of the engine bay, with no waste gate (the valve to release excess pressure), this being located directly on the exhaust manifold (specific to the Maxi)
– Exhaust tailpipe in front of the right rear wheel
– Fuel filler cap in the left wing
– Strengthened magnesium gearbox with specific ratios and limited-slip differential
– Dry-sump lubrication with sump to the right and specific valve timing cover with chain-driven oil pump
– Specific pedal set with dual master cylinders as fitted to single-seat racing cars
– Ventilated brakes all-round with four-piston callipers
– Bilstein shock absorbers, suspension wishbones front and rear and hub carriers, all specific to the Maxi
– 11.5in wheels at the back (TDC: 10in) and 8in at the front (TDC: 7in)
– Cut-out switch specific to the Renault Sport R5 Turbos, exactly as fitted to the works Alpine berlinettes from 1972 to 1976!
– Windscreen wipers with new mechanism by Marchal fitted differently to the other standard or competition R5 Turbos. It should be noted that not all Maxis had this mechanism, but Sainz’ car does
– Vent on the roof to supply fresh air to the crew: this appeared on the Rally Islas Canarias after Renault Sport had it approved by the FIA.

Exceptional rally cars, Maxi 5 Turbos rarely come up for sale. This is the official car of Renault Spain and was driven by Carlos Sainz, who, it should not be forgotten, was twice World Rally Champion with Toyota in 1990 and 1992 and runner-up on four occasions … This impressive looking Group B car was restored by its second driver, Guillermo Barreras, at the end of his career in rallycross in 1989, starting from a bare shell and using original parts from the period. The Renault Sport mechanic Christian Pouchelon has confirmed that the car is in its original specification; it is a spectacular car with which to take part in historic motorsport events. In addition, this car’s continuous history is exceptional and rare for a vehicle of this kind (FASA Renault for Sainz, the official Renault driver Barreras, the museum at Lohéac).

GILLES VALLERIAN

We inform buyers that all the vehicles in the collection have been little used during the last years as they are part of a museum collection. They are sold as presented and therefore require recommissioning before being driven on the road.

CARLOS SAINZ/R5 MAXI TURBO: ENTRY LIST

DATES EVENTS NO. DRIVER/CO-DRIVER RESULTS/ REGISTRATION NO.
1-2/ 6/1985 Rally Villa de Llanes 2 Sainz/Boto Accident/2M 2527P
12-13/10/1985 Rally San Froilán 4 Sainz/Boto Accident /2M 2527P
16-17/11/1985 Rally Valeo Madrid 2 Sainz/Boto 3rd/2M 3536P
21-23/2/1986 Rally Costa Brava 5 Sainz/Boto 2nd/2M 4747P
21-23/3/1986 Rally Costa Blanca 5 Sainz/Boto DNF/2M 4747P
3-6/4/1986 Rallye des Garrigues 5 Sainz/Boto DNF/VA 4650 M
07/04/86 Sprint de Nîmes 9 Sainz Demonstration /VA 4650 M
26-27/4/1986 Rally Sierra Morena 2 Sainz/Boto 1st/VA 4650 M
01/06/85 Rally Villa de Llanes 2 Sainz/Boto Accident/VA 4650 M
28-29/6/1986 Rally Islas Canarias 1 Sainz/Boto DNF/2M 4747P
4-6/7/1986 Rally El Corte Inglés 3 Sainz/Boto 1st/2M 5968P
1-3/8/1986 Rally Vinho da Madeira 7 Sainz/Boto Fire/VA 4650 M
19-21/9/1986 Rally de Asturias 4 Sainz/Boto 2nd/2M 5968P
11-12/10/1986 Rally San Froilán 3 Sainz/Boto DNF/2M 5968P
23-26/10/1986 Rally de Catalunya 3 Sainz/Boto 2nd/VA 4650 M
01/11/86 Rally de Pals 2 Sainz/Boto 2nd/2M 5968P
15-16/11/1986 Rally Valeo 2 Sainz/Boto 1st/VA 4650 M
29/11/86 Rally de Madrid 3 Sainz/Boto 1st/2M 5968P

At the start of the 1970s, I had the privilege of meeting Michel Hommell and Olivier Quesnel, before they had forged the perfect collaboration.
Olivier, Patrick Tambay’s closest childhood friend, started his career working in PR for the Simca Racing Team, before joining Jean Todt at Peugeot Talbot Sport, and Michel Hommell, a former R8 Gordini Cub competitor, was diversifying his motorsport-themed publishing group, which included the flagship publication ” Echappement „. Following a first dinner they shared the uncanny feeling of having known each other forever. They found reasons to meet, particularly for games of squash where the loser offered the winner a case of wine, and the publisher vowed : ” I will ask you to join me when I have the means to pay for your talents „.
This came to pass in 1984 and six months later, Olivier took over the running of the group. For the next 25 years, the two friends lived in each other’s shadow, working in the same office. Two visionaries, one calm, optimistic and tenacious, the other rigorous, quick-witted with an eye for the big picture.

At the end of the 1980s, in his château in Wideville, Jacky Setton assembled a collection of Formula 1 ” winners „, with a vision, originality and ambition that I have described in ” Une Collection d’Avance „. It was with the same aim that our two accomplices approached the rally discipline, amazed by the performance of these cars and the courage and skill required by the drivers to tame them. Michel and Olivier were boosted by their own involvement, during the 1988 season in the French Rallycross Championship, with the talented Bruno Saby at the wheel of the monstrous Lancia Delta S4 in Metal 5 colours. This S4 would form the cornerstone of a collection they went on to assemble from across Europe, just as these ephemeral and iconic Group B cars were leaving the scene, providing an obvious appeal and a guaranteed authenticity. The Group B room is one of the most thrilling sections of the museum in Lohéac, combining the uncompromising brutality of these victorious beauties with an admiration for the talents of their drivers, tightrope walkers on the fragile thread of life.

In 2008 Olivier was offered the management of Citroën Racing, and Peugeot Sport the following year. The result : 4 driver’s and constructor’s world championship titles for Citroën and two first places at Le Mans in 2009, as well as a World Endurance title in 2011 for Peugeot. Meanwhile, Hommell built himself a kind of feudalism of which he has become the benevolent lord. It offers a celebration, reanimating the sleepy village of Lohéac, a museum, bringing together more than 400 cars, an exhibition of popular Arts and Traditions, and sport, with the creation of a circuit capable of hosting a round of the Rallycross World Championship…

The friendship continues, as strong as ever, summed up by the words of Montaigne talking about La Boétie: ” because it was him, because it was me „.
The collection reflects the personality of these two inseparable competitors !

Hervé Poulain