 Source |
Develpment chain 1980: Renault 5 Turbo Cevennes 1983: Renault 5 Turbo Tour De Corse 1985: Renault 5 Maxi Turbo 1995: Renault Clio I Maxi 2002: Renault Clio II S1600 |
In rallies: see video
Specifications
20 units built| Group/Class | B/12 | Homologation number: B 267 | ||
| Years active | 1985 - 1986 | Homologation start: 1/12/1984 | ||
| Engine | ||||
|---|---|---|---|---|
| Type | C7K, straight 4cyl, 4 stroke, petrol engine | located rear longitudinally vertical, in front of rear axle | ||
| Capacity | 1527.4 cc | WRC: x 1.4 = 2138.4 cc | ||
| Bore x Stroke (mm) | 77.0 x 82.0 | |||
| Compression ratio | 6.7 - 7:1 | |||
| Output power - torgue | 360 HP / 6500 rpm | 42.9 kgm (421 Nm) / 3750 rpm, (225 HP) | ||
| Main bearings | 5 of 54.8mm diameter | connecting rod length between centers 128mm, big end bearing diameter 47.6mm | ||
| Materials | block: cast iron | cylinderhead: aluminium alloy | ||
| Cams/valves | 1 camshaft in block with overhead valves (OHV), chain driven | 2 valves/cyl. - 8 valves total. 39mm inlet valve diameter, 34.8mm exhaust valve diameter. 24o angle between inlet valve and vertical, 24o angle between exhaust valve and vertical | ||
| Aspiration | Garrett T31 turbocharger (steel turbine 65mm diameter, aluminium compressor 75.1mm diameter) with air/air intercooler, Bosch kugelfischer mechanical multipoint fuel injection | pressure: 1.6-1.85 bar | ||
| Ignition | electronic, firing order 1-3-4-2, NGK BPR5EIX Iridium IX, or NGK BPR5EGP G-Power Spark Plugs | |||
| Cooling system | jacketed watercooled with pump, radiator, fan and thermostat | |||
| Lubrication system | dry sump | |||
| Transmission | ||||
| Type | rear wheel drive | Type UN, 5 speed manual gearbox, with magnesium case | ||
| Gearbox ratios | 1st: 3.363/1 (37/11) 2nd: 2.058/1 (35/17) 3rd: 1.380/1 (29/21) 4th: 1.057/1 (37/35) 5th: 0.868/1 (33/38) R: 3.182/1 (35/11) |
1st: 3.250/1 (39/12) 2nd: 2.235/1 (38/17) 3rd: 1.619/1 (34/21) 4th: 1.250/1 (30/24) or 4th: 1.260/1 (29/23) 5th: 1.035/1 (29/28) R: 3.182/1 (35/11) |
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| Diffrential ratio | 3.889/1 (35/9), 3.444/1 (31/9) | spiral bevel gears 40% limited slip rear differential | ||
| Clutch | dry double disk, 190mm diameter | |||
| Chassis-body | ||||
| Type | steel monocoque Type 8220 with roll-cage. 3 door hatchback steel/aluminium/polypropylene bodyshell with aluminium doors, polypropylene front and rear bonnet and polyester front and rear bumpers | |||
| Front suspension | double wishbones with lower longitudinal torsion bars connected to lower wishbone, telescopic gas shock absorbers and anti roll bar | |||
| Rear suspension | double wishbones with coil springs, telescopic gas shock absorbers and anti roll bar | |||
| Steering system | rack and pinion with optional hydraylic power assistance | 17/1, 11.09/1, 14.9/1, 12.67/1 | ||
| Brakes | front ventilated disks 260mm diameter with 1 steel/aluminium piston caliper, or 277/300mm diameter with 4 aluminium piston calipers. Rear ventilated disks 260mm diameter with 1 steel/aluminium piston caliper, or 277/300mm diameter with 4 aluminium piston calipers | dual circuit with servo, adjustable ratio split front to rear | ||
| Dimensions | ||||
| length: 3.700 m (145.7") | width: 1.769 m (69.6") | height: 1.320 m (52.0") | ||
| wheelbase: 2.430 m (95.7") | front track: 1.390 m (54.7") | rear track: 1.490 m (58.7") | ||
| Rims - tires | front: 7" - 7.5" x 15", rear: 10" - 11" x 15" | front: 205/55 x 15", rear 265/45 x 15" | ||
| Weight | 900 kg | |||
| Fuel tank | 95 lt | |||
| Drag coefficient | 0.44 | |||
DPV system
See video
That anti-lag pre-turbo butterfly in the picture above is called DPV (Dispositif Prerotation Variable - Variable Pre-rotation Device) and was devised and used first by the French guy Jean-Pierre Boudy in the early 80-ies. The real throttle bodies are after the turbo.
This was first used at the Monaco GP in 1982, and developments of the same system are still used in Formula One. But because Boudy defected to Peugeot with his ideas, the 205T16 was the first turbocharged rally car to use his system (The T16 being out before the final evolution R5 Turbo – The Maxi 5 Turbo). Which Renault calls DPV, or Dispositif Prerotation Variable (Variable Pre-rotation Device).
"At the very beginning we had made the decision to use it on the Group B R5 Turbo. It's not really necessary for road cars and a little expensive for them, but it's not so complicated". It may not be "so complicated" but the DPV system is an 'extremely effective way of ensuring near-instantaneous throttle response from a competition turbocharged engine’. The system provides for variable air areas and direction angles at the intake to the compressor wheel in advance of the rotation period during which the compressor turbine will require those conditions.
It's not a by-pass system, it's essentially a multi-variable nozzle arrangement which is mechanically linked to the throttle and which changes the direction and area of air which hits the compressor wheel according to throttle position. The rate of change of air flow area and direction is not exactly linear, but it's progressive and always increasing toward full flow at maximum compressor wheel speed.
This irregular mid-compressor-speed flow, which constantly changes the way the air hits the compressor vanes in the mid-range, improves the compressor's efficiency under part-load, because it is arranged so that the turbine will idle at a higher speed than it would given a fixed intake air direction and area. And of course, the higher the compressor idle speed, the shorter the time it will take to reach its important operating RPM. Result: less lag.
The DPV is inoperative at each end of the turbine's speed range. Under pedal-to-the metal full boost conditions it has no effect because there's regular full flow to the compressor, and with the throttle closed the DPV is shut down as well. But it is not just retained inertia and completely eradicated turbocharger lag which form the real benefit of the DPV system, because there's another major advantage in that as a result of there being no by-pass or blow-off to atmosphere, and because it's an internal function to the turbocharging system, there is no pressure wastage in the allimportant part-load condition (ie. The blades don't stall during gear changes, or on/off throttle movements).
Πηγή
Results in WRC
Statistics
| 1985 | 1986 | Total | |||||||
| Works | |||||||||
| Races /wins | 1/1 | 1/1 | |||||||
| Entries/finishes | 1/1 | 1/1 (100%) | |||||||
| Others | |||||||||
| Races/wins | 1 | 1 | |||||||
| Entries/finishes | 2/0 | 1/1 | 3/1 (33.3%) | ||||||
| Total WRC results | |||||||||
| Races/wins | 1/1 | 1 | 2/1 | ||||||
| Entries/finishes | 3/1 | 1/1 | 4/2 (50%) | ||||||
| Total points | 10 | 9 | 19 (9.5 per race) (4.75 per entry) |
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Races
Works team: Renault Elf Philips
| Entry | Rally event | ||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Driver Codriver |
Team | M.C | SVE Entry list |
POR | KEN | TdC | GRE | N.Z | ARG | FIN | S.R | (CdI) | RAC | ||
| Jean Ragnotti Pierre Thimonier |
works | 1st | |||||||||||||
| François Chatriot Michel Périn |
Société Diac | tran smis sion | |||||||||||||
| Didier Auriol Bernard Occelli 33 Export |
Renault Chartres | ele ctri cal | |||||||||||||
| Total points () |
10 | 10 | |||||||||||||
| Statistics | |||||||||||||||
| Works starts/finishes | 1/1 | 1/1 | |||||||||||||
| Others starts/finishes | 2/0 | 2/0 | |||||||||||||
Source
Source