Mid-engined, rear-driven Group 4 homologation special — Renault's wildest hot hatch turned rally weapon.
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Launched in 1980 to homologate Renault's Group 4 rally programme, the 5 Turbo placed a 1.4-litre turbocharged inline-four behind the front seats of a heavily reworked Renault 5 bodyshell, driving the rear wheels through a 5-speed manual. Original Turbo 1 cars used bespoke aluminium body panels and a dedicated interior, producing approximately 160 PS; the Turbo 2 (from 1983) shared more standard 5 panels and trim to reduce cost, in the same 160 PS specification.
Production totalled approximately 1,820 Turbo 1 cars and 3,160 Turbo 2 cars, plus a small number of factory rally evolutions.
Defining hot-hatch-bodied Group 4 rally homologation; an outright collector car since the mid-2010s.
| Variant | Years | Production | Notes |
|---|---|---|---|
| 5 Turbo 1 | 1980–1982 | 1,820 | Aluminium panels, bespoke interior, dedicated cooling. |
| 5 Turbo 2 | 1983–1986 | 3,160 | Standard 5 panels and interior; same engine spec. |
Start with identity, paperwork and originality. For the Renault 5 Turbo / Turbo 2, the strongest cars have continuous ownership history, matching numbers where applicable, original books and tools, factory build documentation and evidence of work by manufacturer-approved specialists. Turbo 1 specification, original colour combinations and verified low ownership.
Cléon-Fonte 1.4 turbo is robust but cooling, turbocharger and original Bosch / Solex fuelling components are model-specific. A proper pre-purchase inspection includes cold-start behaviour, ECU diagnostics and fault-code history (where applicable), leak-down or compression testing, underbody photography, suspension and chassis inspection, brake condition and a long enough road test to expose heat-related faults. Deferred maintenance on a car of this class is almost always more expensive than buying a better-sorted example.
Use a paint-depth gauge, lift access and a specialist familiar with the model's factory panel gaps and finish standards. Collector value is dramatically affected by structural repairs, refinished panels, poor paintwork and missing factory trim or option content. Documented cosmetic refresh is acceptable; concealed accident or fire damage must be priced severely.
Turbo 1 cars (aluminium panels, bespoke interior) lead the market; original-paint, matching-numbers examples with no modification are the strongest. Specification, colour, options and limited-build variants move values significantly. Buy the best-documented example in the most desirable specification you can justify, rather than a tired example of a rarer derivative that will need years of corrective work.
Regional ranges authored independently — each reflects its local market, not an FX conversion
Budget annually even if the car is used sparingly. Fluids age, tyres and date-coded rubber components must be replaced regardless of mileage, and stored cars need exercise. A documented maintenance rhythm protects both reliability and resale value.
Strong Renault Classic and Group 4 specialist network in France and the UK; parts for Turbo 1-specific aluminium panels are the bottleneck. Before purchase, confirm parts availability for model-specific bodywork, electronics, gearbox and engine components. A discounted car waiting on unobtainable parts or a factory service slot is rarely a saving in collector ownership.
Each region quoted in its local currency — independent market readings, not FX conversions
Turbo 1 and Turbo 2 cars have firmed steadily as Group 4 / Group B-era collector interest has consolidated. Originality of the Turbo 1 aluminium body panels is the decisive factor at the top of the market.
| Date | Auction | Car | Mileage | Result |
|---|---|---|---|---|
| 2025-05-25 | RM Sotheby's Monaco | 1981 5 Turbo 1 | — | €282,000 Sold |
| 2024-10-19 | Bonhams Zoute | 1984 5 Turbo 2 | 48,000 km | €128,500 Sold |
Mid-engine Group 4 hot-hatch homologation; Turbo 1 cars are blue-chip, Turbo 2 cars are firming as the entry route to the type.
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