Chris H
master of boobies
Allan Allards Turbocharging and Supercharging book 2nd Edition November 1986.
Flicking through it has some classic info on older production cars. I thought I would share it here.
Up to January 1986 Models
Renault 5 Turbo 6.0s 124mph (6th fastest production turbo car in the world at that time, the pug 205 T16 was 4th, 1st was the Ferrari 308 GTO v8 )
Renault 11 Turbo 8.9s 114mph
Renault 5 (Alpine) Turbo 9.1s 114mph
Renault Fuego Turbo 9.3s 118mph
Renault 18 Turbo 10.8s 112mph
Renault
Such is the commitment of Renault to turbocharging that by mid - 1984 they had some nine turbocharged models in production - five petrol- and four diesel-engined -probably the widest range of any manufacturer with an output of around 300 turbocharged cars per day. these include the latest addition, the Renault 11 Turbo with its low inertia Garrett T2 turbo. Yet despite this wide range, more turbo models are being produced.
R5 Turbo
Renault were quick to point out that the R5 Turbo was designed first and foremost as a competition car. However, in order for Renault to be able to use it in international rallies, it had to be built in sufficient numbers to qualify for homologation into Group Two. Subsequently, it has been developed into an extremely potent road car with rear wheel drive. The normal road version has 160 bhp (DIN) at 6,000 rpm and maximum torque of 155 lb ft at 3,250 rpm. In competition Group Two form the power output is increased to around 260 bhp. As the 0-60 mph time of the road version is quoted as 6.0 seconds approximately, with another 100-odd bhp, the competition car must have rocket-like acceleration.
Manufacturer: Renault
Model: 5 Turbo
Performance: 0-60 mph: 6.0 seconds
0-100 mph: 17.0 seconds
Maximum speed: 124 mph
Engine
Type: 4 cylinder in-line OHV water-cooled
Capacity: 1,397 cc
Compression Ratio: 7.0:1
Injection: Bosch K-Jetronic
Maximum Power: 160 bhp at 6,000 rpm
Maximum Torque: 155 lb/ft at 3,250 rpm
Turbocharging System
Turbocharger: Garrett-AiResearch T3
Maximum Boost Pressure: 10.0 psi
Boost Control: Wastegate with double acting diaphragm; intercooler incorporated in turbocharging system
Renault 18 Turbo
With the Renault 18 Turbo Renault were the first major manufacturer to turbocharge the engine of a mass-production family saloon as opposed to a top of the range prestige model. This shows how much Renault believe in the suitability of turbocharging for almost all classes of vehicle., whether it be for Formula One, international rallying, or the family saloon. With the introduction of this car, Renault may have begun a new chapter in the evolution of supercharging mass-production engines. The turbocharging system itself is unusual in that a pressurised single-choke Solex carburettor is employed, as opposed to the more usual fuel injection system. An intercooler is fitted and an interesting feature of this system is that a thermostatically-controlled flap valve allows the intercooler to be bypassed if the temperature of the air passing through it is less than 43 degrees C. this means that the air flow to the engine is not slowed down by the intercooler at times of light load, or at low rpm when there may be little or no boost to heat up the inlet charge.this feature could eliminate one of the possible drawbacks of an intercooler at low speeds and so enhance low-speed performance. A 'knock detector' fitted to the cylinder head retards the ignition by 4 degrees if it senses detonation and as an additional safety device, if over-boost occurs for any reason, an ignition cut-out cuts ignition to the engine.
Manufacturer: Renault
Model: 18 Turbo
Performance: 0-60 mph: 9.5 seconds
0-100 mph: 25.2 seconds
Maximum Speed: 115 mph
Engine
Type: 4-cylinder OHV aluminium cylinder head
Capacity: 1,565 cc
Compression ratio: 8.6:1
Carburation: Pressurised Carburettor
Maximum Power: 110 bhp (DIN) at 5,000 rpm
Maximum Torque: 133.8 lb/ft (DIN) at 2,250 rpm
Turbocharging System
Turbocharger: Garrett-AiResearch T3
Maximum Boost Pressure: 8.0 psi
Boost Control: Wastegate integral with turbine
(System features computerised electronic ignition, incorporating detonation sensor and an air-to-air charge cooler)
Changes incorporated in 1983 models raised the bhp from 110 to 125 at 5.500rpm. This pushes the top speed up from 115 to 121 mph.
11 Turbo
Launched in April 1984, this is the latest in the growing line of turbocharged models available from Renault. The turbo system incorporates the recently introduced Garrett T2 unit which is basically a 15 per cent smaller and 40 percent lighter T3 turbo and a far better match for this 1,397 cc engine, thereby producing a very flat torque curve with improved bottom end performance and throttle response.
Maximum bhp is 105 at 5,500 rpm. The engine is a 4-cylinder OHV design with an aluminium cylinder head. The turbo intake air is fed from a thermostatically controlled valve to an air-to-air intercooler. It then blows through a special Solex Carburettor cast in magnesium for improved rigidity and to save weight. Maximum boost is1.62 ATM (9.0 psi). Safety controls include a detonation sensor and an overboost valve which cuts the ignition should the boost rise above 11.0 psi. In contrast to the similar capacity Gordini Turbo, maximum torque is developed at a very low 2,500 rpm with 90 per cent of peak available from 2,000-5,000 rpm.
Fuego Turbo
Capitalising on the success of the 5 and 18 Turbo models, Renault have added the Fuego Turbo to their range, giving it the right sort of performance to its styling. The 1,515 cc engine is derived from the 18 Turbo, but with the accent more on performance. the boost pressure is increased to a maximum of 11.0 psi with the compression ratio being lowered to 8:1. Power output is up to 132 bhp and maximum torque 147.5 lb/ft at 3,000 rpm, compared with the 125 bhp and 134 lb/ft at 2,500 rpm for the R18 Turbo.
The system also includes an electronic detonation (knock) sensor and employs a pressurised carburettor arrangement with an air-to-air intercooler with an integral cooling fan which switches on after turning off the engine to prevent heat soak causing carburettor fuel vaporisation and consequent hot start problems.
Flicking through it has some classic info on older production cars. I thought I would share it here.
Up to January 1986 Models
Renault 5 Turbo 6.0s 124mph (6th fastest production turbo car in the world at that time, the pug 205 T16 was 4th, 1st was the Ferrari 308 GTO v8 )
Renault 11 Turbo 8.9s 114mph
Renault 5 (Alpine) Turbo 9.1s 114mph
Renault Fuego Turbo 9.3s 118mph
Renault 18 Turbo 10.8s 112mph
Renault
Such is the commitment of Renault to turbocharging that by mid - 1984 they had some nine turbocharged models in production - five petrol- and four diesel-engined -probably the widest range of any manufacturer with an output of around 300 turbocharged cars per day. these include the latest addition, the Renault 11 Turbo with its low inertia Garrett T2 turbo. Yet despite this wide range, more turbo models are being produced.
R5 Turbo
Renault were quick to point out that the R5 Turbo was designed first and foremost as a competition car. However, in order for Renault to be able to use it in international rallies, it had to be built in sufficient numbers to qualify for homologation into Group Two. Subsequently, it has been developed into an extremely potent road car with rear wheel drive. The normal road version has 160 bhp (DIN) at 6,000 rpm and maximum torque of 155 lb ft at 3,250 rpm. In competition Group Two form the power output is increased to around 260 bhp. As the 0-60 mph time of the road version is quoted as 6.0 seconds approximately, with another 100-odd bhp, the competition car must have rocket-like acceleration.
Manufacturer: Renault
Model: 5 Turbo
Performance: 0-60 mph: 6.0 seconds
0-100 mph: 17.0 seconds
Maximum speed: 124 mph
Engine
Type: 4 cylinder in-line OHV water-cooled
Capacity: 1,397 cc
Compression Ratio: 7.0:1
Injection: Bosch K-Jetronic
Maximum Power: 160 bhp at 6,000 rpm
Maximum Torque: 155 lb/ft at 3,250 rpm
Turbocharging System
Turbocharger: Garrett-AiResearch T3
Maximum Boost Pressure: 10.0 psi
Boost Control: Wastegate with double acting diaphragm; intercooler incorporated in turbocharging system
Renault 18 Turbo
With the Renault 18 Turbo Renault were the first major manufacturer to turbocharge the engine of a mass-production family saloon as opposed to a top of the range prestige model. This shows how much Renault believe in the suitability of turbocharging for almost all classes of vehicle., whether it be for Formula One, international rallying, or the family saloon. With the introduction of this car, Renault may have begun a new chapter in the evolution of supercharging mass-production engines. The turbocharging system itself is unusual in that a pressurised single-choke Solex carburettor is employed, as opposed to the more usual fuel injection system. An intercooler is fitted and an interesting feature of this system is that a thermostatically-controlled flap valve allows the intercooler to be bypassed if the temperature of the air passing through it is less than 43 degrees C. this means that the air flow to the engine is not slowed down by the intercooler at times of light load, or at low rpm when there may be little or no boost to heat up the inlet charge.this feature could eliminate one of the possible drawbacks of an intercooler at low speeds and so enhance low-speed performance. A 'knock detector' fitted to the cylinder head retards the ignition by 4 degrees if it senses detonation and as an additional safety device, if over-boost occurs for any reason, an ignition cut-out cuts ignition to the engine.
Manufacturer: Renault
Model: 18 Turbo
Performance: 0-60 mph: 9.5 seconds
0-100 mph: 25.2 seconds
Maximum Speed: 115 mph
Engine
Type: 4-cylinder OHV aluminium cylinder head
Capacity: 1,565 cc
Compression ratio: 8.6:1
Carburation: Pressurised Carburettor
Maximum Power: 110 bhp (DIN) at 5,000 rpm
Maximum Torque: 133.8 lb/ft (DIN) at 2,250 rpm
Turbocharging System
Turbocharger: Garrett-AiResearch T3
Maximum Boost Pressure: 8.0 psi
Boost Control: Wastegate integral with turbine
(System features computerised electronic ignition, incorporating detonation sensor and an air-to-air charge cooler)
Changes incorporated in 1983 models raised the bhp from 110 to 125 at 5.500rpm. This pushes the top speed up from 115 to 121 mph.
11 Turbo
Launched in April 1984, this is the latest in the growing line of turbocharged models available from Renault. The turbo system incorporates the recently introduced Garrett T2 unit which is basically a 15 per cent smaller and 40 percent lighter T3 turbo and a far better match for this 1,397 cc engine, thereby producing a very flat torque curve with improved bottom end performance and throttle response.
Maximum bhp is 105 at 5,500 rpm. The engine is a 4-cylinder OHV design with an aluminium cylinder head. The turbo intake air is fed from a thermostatically controlled valve to an air-to-air intercooler. It then blows through a special Solex Carburettor cast in magnesium for improved rigidity and to save weight. Maximum boost is1.62 ATM (9.0 psi). Safety controls include a detonation sensor and an overboost valve which cuts the ignition should the boost rise above 11.0 psi. In contrast to the similar capacity Gordini Turbo, maximum torque is developed at a very low 2,500 rpm with 90 per cent of peak available from 2,000-5,000 rpm.
Fuego Turbo
Capitalising on the success of the 5 and 18 Turbo models, Renault have added the Fuego Turbo to their range, giving it the right sort of performance to its styling. The 1,515 cc engine is derived from the 18 Turbo, but with the accent more on performance. the boost pressure is increased to a maximum of 11.0 psi with the compression ratio being lowered to 8:1. Power output is up to 132 bhp and maximum torque 147.5 lb/ft at 3,000 rpm, compared with the 125 bhp and 134 lb/ft at 2,500 rpm for the R18 Turbo.
The system also includes an electronic detonation (knock) sensor and employs a pressurised carburettor arrangement with an air-to-air intercooler with an integral cooling fan which switches on after turning off the engine to prevent heat soak causing carburettor fuel vaporisation and consequent hot start problems.
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