A supermini body stretched, twisted and gutted to hold a turbo engine behind the driver—homologation as surgical violence.
The Renault 5 Turbo is a homologation special that reimagines the Renault 5 supermini as a mid-engined rally car. Built from 1980 to 1984, it features a rear mid-engine, rear-wheel-drive layout, a 1,397 cc turbocharged Cléon-Fonte inline-four, and 4,987 total units produced. Though badged as a Renault 5, its mechanicals are radically different. It was launched at the Brussels Motor Show in January 1980 and sold in street-legal form to meet homologation requirements.
Launched in January 1980 at Brussels, it was built to race—and had to be sold on the road to qualify.
2:31
Bodywork Is Deception
It wears a Renault 5 badge but shares almost nothing with the donor car beyond the roofline and door apertures.
4:16
Engine Behind the Seat
A 1,397 cc Cléon-Fonte four-cylinder, turbocharged and fuel-injected, mounted mid-ship with the driver ahead of it.
6:01
More Than Minimum
4,987 units were built—well above the minimum—proving demand existed for a raw, unapologetic rally car you could drive to work.
Worth your time?
Yes. Drive the whole thing.
4.5/ 5
What works
mid-engine balance
homologation compliance
agility within compact dimensions
What does not
comfort
practicality
visibility
Drive it if
rally historians
packaging engineers
drivers valuing mechanical honesty
Skip it if
daily commuters
families
cargo users
The written brief1 min read
What the car is and where it came from
A rear mid-engine, rear-wheel-drive homologation special built by Renault from 1980 to 1984. It is based on the front-wheel-drive Renault 5 supermini but shares almost no mechanicals with it.
How it works, in terms someone would actually use
The driver sits ahead of a mid-mounted turbocharged four-cylinder engine. Power goes to the rear wheels. The chassis is a modified Renault 5 shell, but the layout, drivetrain and weight distribution are entirely new.
What it gets right
It places the engine behind the driver for balance and responsiveness. It uses the Renault 5’s compact dimensions to create a narrow, agile machine. It meets homologation rules while remaining street-legal.
What it does not
It does not offer front-wheel-drive predictability. It does not share suspension, brakes or steering with the standard Renault 5. It does not prioritise comfort, visibility or cargo space.
What it changed
It proved a mass-market hatchback could be re-engineered into a mid-engined rally weapon without abandoning road legality.
Who it is for, and who it is not
It is for rally historians, packaging obsessives and drivers who value mechanical honesty over convenience. It is not for daily commuters, families or anyone needing rear seat access or boot space.
Is it worth your time
Yes—if you want to understand how rally homologation forced radical packaging into a supermini body. No—if you expect usable space, refinement or modern safety.
