Results and Standings
Daniel Ricciardo enters his second season as a Renault DP World F1 Team driver. In his first year wearing Renault colours, Daniel finished in points-scoring positions on eight separate occasions, with a season high fourth place coming at the Italian Grand Prix. He secured ninth position in the 2019 Formula 1 World Drivers’ Championship.
Daniel has an impressive Formula 1 resume, having seven wins, 29 podiums and three pole positions to his name. His journey to Formula 1 included four years (...)
Renault DP World F1 Team consists of the Renault R.S.20 chassis, developed and manufactured in Enstone (United Kingdom), whilst the Renault E-Tech 20 power unit is developed in Viry-Châtillon (France).
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The Renault Sport Academy was launched by Renault Sport Racing and Renault Sport Formula One Team in February 2016, tasked with continuing Renault’s rich heritage of developing young driver talent, with the aspiration of finding future Renault F1 Team World Champions.
The New Renault Mégane range arrives with a design faithful to the model’s identity but updated with the best in technology. From better lighting and driver aids to the new EASY LINK multimedia system, you will experience a better, safer drive. Also new to the Mégane is the R.S. Line version with an E-TECH Plug-in Hybrid powertrain bringing the very best in electrified technology to this Renault (...)
This radical version of New MÉGANE R.S. TROPHY-R has been designed with aerodynamic and technical efficiency in mind, underpinned by a total focus on improving performance. The foundation was a design tested by both computerised fluid dynamics and a wind tunnel to ensure the front-rear balance was optimal and that aerodynamic drag was minimised from the very beginning.
The 2019 fifth-edition Clio continues the best-selling hatch’s outstanding legacy by taking the best features of previous generations and wrapping them with an all-new look, inspired directly by Renault Sport – the new R.S. Line label is born. Legacy, class, style and performance.
The all-new Clio R.S. Line builds on the DNA of the previous generation. Inside is a carbon colour scheme accented with red stitching, a sports steering wheel dressed perforated leather with a double rhombus (and paddleshifts when AT), aluminum pedals, sports seats with reinforced lateral support, a dashboard animated with a red horizontal line and a hi-tech cockpit centered on the driver. Quality, ergonomics, technology ... the R.S. Line label offers the new Clio an exclusive Renault Sport (...)
The links between motorsport and video game competitions are undeniable: passion, emotion and performance.
Those are the ingredients that bring together motor sport fans as well as video game and eSports fans, across generations.
To celebrate this common passion, Renault and Team Vitality have created a new entity dedicated to motorsports video games competitions: Renault Vitality.
Team Vitality is the most successful French team in Europe, number 1 in France and winner of many (...)
Our partnership with Team Vitality
Gfinity is the prestigious British competition dedicated to electronic sports.
Renault Sport Team Vitality is involved in professional video games competitions.
Sometimes as young as 16, the drivers in the Formula Renault Eurocup field are confronted with an extremely competitive environment in which they will learn the basics of their trade: how to handle the pressure of competition while getting the most out of their single-seater: This is where the drivers learn the bases!
A pioneer in the one-make series field with more than fifty years of experience, Renault Sport Racing’s know-how and expertise benefit the professional and gentlemen drivers alike through a modern, competitive and accessible product from 2020: the fifth generation of New Clio Cup!
After five years of intense competition on national rallies, Clio R3T is giving way to New Clio Rally, which will be part of the Clio Trophy France held in cinq flagship events of the French FFSA Asphalt Rally Championship. The first Clio Trophy France championship winner will be offered an official rally sports program in 2021.
Six rounds of the French Rally Championship Stability is in order, because of the success met during the past years by the Trophy. With a guaranteed technical and sporting equity, the drivers will be able to compete on equal terms in six of the most beautiful events of the French Rally Championship 2017: Touquet, Antibes, Rouergue, Mont Blanc, Heart of France and the Var. Only five results will count towards the final standings. At each event, the drivers will be rewarded with points for (...)
Mr. Brice Zufferey
Tel.: +41 798 322 392
firstname.lastname@example.org More informations on www.clior3.com FacebookCalendar
• 22 - 23 april 2016 - Rallye du Critérium Jurassien - Suisse
• 26 - 28 may 2016 - Rallye du Chablais - Suisse
• 8 - 10 july 2016 - Rallye Bourgogne / Côte Chalonnaise - France
• 1 - 3 september 2016 - Rallye Mont-Blanc Morzine - France
• 20 - 22 october 2016 - Rallye International du Valais - Suisse
2016 SPORTING (...)
Mr. Markel De Zabaleta
Telf.: +34 91 374 10 23
Mov. : +34 678 012 104
Rally Islas Canarias (10-12 March)
Rally Castelo Branco (Portugal) (23-24 April)
Rally Ferrol (6-7 May)
Rally Ourense (17-18 June)
Rally Princesa de Asturias (9-10 September)
Rally Comunidad de Madrid (18-19 November) Sporting and Technical Regulations
2016 Technical regulation
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SPORT TEAM EQUIPMENT
Mr. Guglielmo Giacomello
Tel.: +39 335 607 4485
Rally II Ciocco (18-20 March)
Rally San Remo (06-09 April)
Rally Targa Florio (6-8 May)
Rally Friuli Venezia Giulia (26-28 August)
Rally Di Roma Capital (23-25 september)
Rally 2 Valli (14-16 october) Official Partner Sparco
Welcome on the official Renault Sport Racing parts shop ! This platform is dedicated to our passionate drivers, amateurs as well as more experienced, looking for high performance parts for our Renault Sport racing cars: Formula Renault Eurocup, Clio Cup and Clio R3T !
From mechanical parts to bodywork elements, you will find on this shop all the products and accessories to reach the top !
Official parts (...)
In the first third of the 20th century, car manufacturers were in a real race: to produce the fastest cars they could. Renault already had some commercial success with the 40CV, production of which began in 1911, However, it was the replacement of the older six-cylinder 7.5-litre engine with a larger 9.1-litre version in the Type HD Version of 1920 that really made a difference, followed by the addition in 1922 of a hydraulic servo-brake system. When Renault then streamlined the 40CV in (...)
Before 1924, French manufacturers were hampered by most world record attempts being held outside France on speed rings at Brooklands (Great Britain), Indianapolis (United States) and Monza (Italy). The opening of the Montlhéry race track in October 1924 changed all that. Louis Renault charged Robert Plessier, who worked in the testing shop, with breaking records and Plessier chose American J.A. Garfield as his number two. The pair organised the team, oversaw production and even took the (...)
Plessier and Garfield’s first attempt at producing a record breaker took the 40CV Type MC, tapered the rear of the body, removed the wings and windscreen and modified gearing to increase the top speed from 135 to 175kph. The car immediately broke the 24-hour record, covering 3,384.74 km at an average speed of 141.03kph. The difference in achievable speed and real speed over 24 hours was explained by refuelling and tyre-change stops. In response, Plessier and Garfield virtually invented the (...)
Plessier, Garfield and their team remained unsatisfied – and in 1926 launched an NM Type 40 CV car as a single seater model with further streamlining and, crucially, the radiator placed behind the engine to improve cooling. With the team’s fuel stops now also being completed in record time, two world records were broken in quick succession. The new vehicle covered 50 miles at a speed of 190kph, then smashed the 24-hour record by covering 4167.57 km at an average speed of 173.649kph. On the (...)
Under its long hood, the 40CV was powered by a 9.1L inline six-cylinder engine producing a huge-for-the-time 140hp. That may not seem much today, but in 1926 the engine of the average vehicle on the road made less than 50hp – little wonder then that the 40CV was such a success. It was the largest six-cylinder engine in the company’s history.
The 40CV was a flagship for Renault for more than 15 years, from the original CG to the NM Type, before being retired in 1928 and replaced by executive models such as the Vivastella and Reinastella. Along the way it etched its name in sporting history and helped make the words ’Renault’ and ’racing’ synonymous the world over. Its DNA lives on in Renault’s damond logo, first introduced in 1924 to match the geometric bonnet of the 40-CV Type NM executive tourer before being fully adopted in (...)
In 1932 production began on the Renault Nervasport – a straight-eight engine luxury sports car. Based on the larger and heavier Nervastella, the word ‘sport’ in the name reflected the marque’s "superpuissance" (superpowered) formula, whereby the engine from the larger Nervastella model was combined with a shortened chassis and lighter body. As the need for speed increased, Louis Renault once again instructed his engineers to build something faster based on the production car. He called on (...)
Louis Renault’s aim was to associate the Nervasport name with extreme power and aerodynamics – and the rules for construction were simple: take the standard engine from the production line and have the body supported by a wooden frame and a standard chassis. The bodywork, however, was to be something else and required input from another sector. Marcel Riffard, an engineer and designer of Caudron-Renault aeroplanes, was given the job of designing the ideal shape. The skin was made of hammered (...)
The engine for the Nervasport Records may have come from the production Nervasport but it was no slouch. Driven by an eight-litre 4,825cc engine and with a three-speed gearbox providing transmission to the rear wheels, it could achieve 108hp and deliver a maximum speed of 170kph.
Riolfo called on four technicians from la Régie who were selected for their qualities as drivers – Roger Quatresous, Léo Fromentin, André Wagner and Georges Berthelon – to help turn the Renault Nervasport Records into a true record-breaker. The four practised with other technicians and managed to reduce refuelling times to 35 seconds –15 seconds less than in the days of the 40CV. The car and team were now in perfect shape for a record-breaking (...)
The date for an attempt at the world 48-hour record was set as April 4-5, 1934 on the Montlhéry circuit, and the team’s target was a high one: 6,300km at an average speed of more than 132kph. Drivers changed every three hours to reduce fatigue to a minimum, and engineers battled throughout to patch a crack on the radiator, but after 48 hours, three minutes and 14 seconds of driving, tthe Nervasport crossed the finishing line having broken nine international records and three world records, (...)
Unveiled in June 1962, the Renault 8 was the successor to the popular Renault Dauphine, using the same rear-mounted 956cc engine delivering 48 hp. The major upgrade was a four-wheel independent suspension and disc brakes all round. Renault CEO Pierre Dreyfus saw the sporting potential of the company’s rear engined, rear-wheel-drive models and reached out to designer Amédée Gordini.
Italian-born designer Amédée Gordini was known as “Le Sorcier” (“The Wizard”) for his work race-tuning engines for Simca in the late 1940s and early 1950s. When Simca closed its racing department in 1956, he moved to Renault and the result was a match made in heaven. His work on the Renault 8 transformed a dependable street car into an outstanding competitive race car that was soon nicknamed “La (...)
In September 1964, the first R8 Gordini went on show at the Salon de l’Auto in Paris. The Type R1134 was instantly iconic with its “Bleu de France” colour set off by a parallel double band of white running from front to rear on the driver’s side. The engine was now a four-cylinder 1100cc engine with a new cylinder head and twin Solex carburettors producing 80hp at 6500rpm and a top speed of 170km/hr, remarkable for its time. This racing DNA was to continue into the 1966 model, whose major (...)
A press release of 1964 made the aim of Renault CEO Pierre Dreyfus very clear in developing the new car:
“The Renault 8 Gordini must allow a whole clientele of enthusiasts and sports driving enthusiasts to satisfy their passion without having to invest more than the price of a mass-produced car.”
The R8’s chassis was stiffened with improvements to the front crossbar and rear engine support, and reinforced front suspension wishbones. Most notably, shorter springs and twin shocks at the rear dramatically improved handling. A more direct steering rack, with 3.25 turns between stops, was another major improvement. The 1966 model was tweaked even further, with stronger wheel arches and other chassis strengthening, while the door and rear numbers were (...)
The 1966 R8 Gordini was boosted with a 1255cc engine with twin Weber 40DCOEs. With a five-speed gearbox, it developed 88hp at 6500 rpm and a resulting top speed of 175 km/h. A second small fuel tank at the front also helped balance the handling in the 1966 model, toggled by a small tap between the front seats. The combination of great balance from the chassis and remarkable power made for a car that was to dominate motorsport for years to (...)
Inside, the R8 Gordini had a businesslike dash with twin speedo and tacho clocks, as well as a temperature gauge and brake fluid gauge – also innovative for its time. Other nice touches were a passenger grip, tilt-adjustable front seats (with black leather optional), two-speed heater, prewiring for fog lights, and laminated windscreen – all for a very affordable price of 11,500 FF. A whole generation of young French drivers were to settle into that cockpit to race in the Coupe Renault 8 (...)
The tiny “Gorde” with its RWD, rear engine layout proved perfect for the bumpy twisting roads of rallies such as the Tour de Corse. In 1965, the R8 Gordini even beat a works Alpine A110, and in 1967 it won the San Remo in Italy. The car was still competitive in the 1970 Monte Carlo Rally and it took the likes of the Porsche 911s, which had more than twice its horsepower, to beat (...)
The Renault 17 was released at the Paris Motor Show in October 1971. It was a front wheel drive, front-engined, two-door coupé with an overhead valve, 1600cc engine and five-speed manual gearbox. With a kerb weight of 1055 kg, it boasted a maximum speed of 179 km/h from its 108bhp at 6000rpm. In 1974, the R17 TS engine was upgraded to 1647 cc and it was renamed the R17 Gordini.
Having won the World Rally Championship in 1973 with the amazing RWD, rear-engined Renault-Alpine 110, it was a bold move by Renault to develop a high-performance version of the R17 TS. The Alpine Competition Factory modified a 1795cc engine with two twin-choke Webers, a hot cam, an 11.5 compression ratio, big valves and tuned extractor exhaust system. A Bosch D-Jetronic electronic fuel injection system was another innovation and the result delivered more than (...)
As important as the extra power was a strict diet for the bodywork. Lightening of doors, boot and bonnet with fibreglass panels, plastic windows and stripping the interior brought the R17’s weight down by more than 25 percent, to just 820kg. Much of this was also achieved by the revolutionary use of many aluminium parts. In all, 14 models were prepared at the factory to represent the R17 on the world rally (...)
Compared to the “standard” competition Renault 17 Gordini, the weight distribution and the front axle layout on the Group 5 version were optimised in order to gain the most benefit from its constantly increasing engine power. The car was fitted with power assisted steering, a highly innovative twin braking system, and ZF limited slip final drive.
The R17’s most famous outing was at the 1974 “Press-on-Regardless" Rally in the United States. Held on the gravel back roads of Michigan’s scenic Upper Peninsula, this stage rally was part of the emerging World Rally Championship. The winning Renault 17 Gordini – Renault’s first-ever WRC win – was driven by Jean-Luc Thérier and Christian Deiferrer, with another R17 finishing third, driven by Jean-Pierre (...)
Jean-Luc Thérier, Jean-Pierre Nicolas and Jean-François Piot went on to more successes with the R17 in France. But, despite this, the new Renault struggled to equal the fame of the nimble A110. It still had its fans, however, including such drivers as Hungarian Rally Champion Attila Ferjáncz, who won his national championship in the Renault in both 1976 and 1977.
When launched at the 1977 British Grand Prix, the Renault R.S 01 became the first turbocharged car to race in a Formula OneTM race – but that was not its only ‘first’. In the same race, it was also the first car to use radial tyres, provided by Michelin, while at the 1979 South African Grand Prix at Kyalami, it became the first turbocharged car to score pole position in an F1TM race – quite literally turning the racing world on its head. Over the following years, all other F1TM teams switched (...)
In the late 1960s, Renault acquired sports car manufacturer and performance tuner Gordini, established in 1946 by Italian-born race car driver Amédée Gordini who was known as “Le Sorcier” (The Sorcerer) for his ability to breath Grand Prix performance into regular engines. By the early 1970s, the new Renault Gordini division had teamed up with oil group Elf to develop a research programme to produce a high-performance engine. The result was a 2.0L V6 turbo that went on to record success with (...)
The rules of F1 TM at the time permitted 3.0 litre engines of natural aspiration, with a clause for a 1.5 litre supercharged or turbocharged engine – but none of the other teams took up the option before Renault. Motorsport engineer André de Cortanze and driver Jean-Pierre Jabouille were tasked with designing a car based on a 1.5L version of the V6 Turbo. The result, using an aluminium chassis and a cast iron engine block (to withstand the pressures of turbocharging), debuted at the 1977 (...)
By the time the United States Grand Prix came around on October 1, 1978, the Renault R.S. 01 bore little relation to the car that debuted at Silverstone. After a tough afternoon’s racing, Jabouille was vying for third position – and it was only brake trouble in the final laps that stopped him from potentially gaining a podium place. Renault had gained its first F1TM points and the turbo era of F1TM racing had (...)
Brothers Claude and Bernard Marreau took a bare Renault 20 and cut and welded it into shape to produce their ideal car for an assault on of the world’s great rally raids. The Renault 20 Dakar went on to take the 1982 Paris-Dakar title as the pair outfoxed their rivals in the desert.
Siblings Claude and Bernard Marreau were born in Nanterre, sons of garage mechanic Robert – and petrol flowed through their veins from an early age. In the late 1960s that led them to take a world tour in a Renault 4 – and a movie of their adventures won amateur film of the year at the 1969 Cannes Film Festival. The brothers went on to break the world record for the Cape Town to Algiers run in 1971 and featured in several other African races before taking their little Renault 4 Sinpar 4X4 to (...)
Another assault on the Paris-Dakar title was planned for 1981, this time using a Renault 20 as the base. Designed and created by Renault’s Head of Automotive Styling, Gaston Juchet, the Renault 20 took its name from its 1,995 cc engine, and was known for its simple presentation, flexible suspension and comfortable interior. Little did people know it would soon conquer one of the world’s most prestigious rally (...)
In February 1980, a bare body was delivered to the Marreau brothers, and the pair set out to cut, strengthen and weld their ideal car ready for the 1981 edition of the race. The front suspension remained standard, but a Renault Trafic body bottom was grafted to the rear. The exhaust emerged spectacularly from the front bonnet and ran along the windscreen and then the roof. Other modifications included the removal of the rear bench seat to be replaced by a 200 litre petrol tank that supplied (...)
The brothers had to drop out of the 1981 race with car trouble, but were more determined than ever when the 1982 edition came around. Departure from Place de la Concorde saw 382 participant vehicles set off in an atmosphere of fun and fanfare. Over the coming days it became clear that the Desert Foxes’ now long-standing knowledge of racing in Africa and their Renault 20 was giving them an advantage. Eventually, their excellent navigation and driving skills won through, and they resisted the (...)
In the early 1970s, Renault began production on one of its best-ever selling models, the Renault 5 (known as Le Car in the USA). With capacity for four passengers and available in three- or five-door versions, the hatchback supermini with its front engine and front-wheel drive went on to sell more than 5.5m units from 1972-1986. In 1978, an uncompromisingly sports-orientated Turbo 5 version was released. With a 160hp centrally mounted engine and rear-wheel drive, it was a long way from its (...)
The R5 Turbo served a dual purpose: promote sales of the regular R5 and also compete in the group 3 and 4 categories of the FIA rally championship. With Jean Ragnotti at the wheel, it achieved many wins in international rallies and took first place in iconic races such as the Monte Carlo Rally in 1981 and the Tour de Corse the following year.
Renault Sport wanted more, however. To get around strict regulations for Group B rally cars, it decided to change capacity class and produced just 20 units of the ultimate version of the R5 Turbo, the Renault Maxi 5 Turbo. The car was again radically different from its predecessor: steel body shell, aluminium roof, stiffened panelling and wind-tunnel designed and tested bodywork. Brake discs were cast-iron ventilated, wheel rims were made of one-piece magnesium, and wing pillars combined as (...)
The Renault Maxi 5 Turbo went on to become a benchmark for a two-wheel drive car on tarmac. Ragnotti won the 1985 Tour de Corse in the car and even after Group B was cancelled the following year, it won many races in the Group F class over the following 20 years to prove its long-standing quality.
From 1986 to 1994, one of Renault’s most popular models was the Renault 21, a large family car that sold more than 2million units across different badges in different markets and in two key body shapes: saloon and estate. Meanwhile, the Fédération Française du Sport Automobile’s (FFSA) French Supertouring Championship, which launched in 1976 was gaining in popularity, with the 1987 title taken by Érik Comas in the Renault 5 Maxi Turbo. A plan was hatched for an attempt at the 1988 championship (...)
The production Renault 21 featured engines that ranged from a 1.4L 8V producing a top speed of 165 km/h to a 2.2L 8V that maxed out at 192 km/h. The Superproduction saw an all-new 2L turbo engine with four in-line cylinders producing 430 hp that could reach up to 290 km/h. Other innovations included a blow-off valve derived from F1 and a 2.35m-long carbon fibre driveshaft taken from the Espace (...)
The engineering teams at R.S. wanted the Renault 21 Superproduction to be the absolute best and meticulous work was done in wind tunnel testing on the car’s aerodynamics in order to find the most effective solutions. A transverse spoiler
standing proud of the boot lid was employed to help reduce drag and improve fuel efficiency.
The new car needed a new driver and the main man for the job was none other than Jean Ragnotti, one of France’s favourite racing drivers. Ragnotti was coming off the back of three World Rally Championship race victories in 1981, 1982 and 1985. The pairing of ‘Jeannot’ and the Renault 21 Superproduction soon proved to be a match made in heaven.
The car was launched in October 1987, claiming its first podium finish in March 1988, just over five months later. Over the course of the season, six of the 10 calendar races were won, with victories shared between Ragnotti and stablemate Jean-Louis Bousquet. Those victories saw Ragnotti claim the French Championship drivers’ title in the Superproduction class.
New rules for the 1989 Championship that limited boost pressure to 2 bars were unfavourable for the Renault 21’s turbo engine. As a result, the team made a number of modifications to the car, resulting in an entirely different model to the previous year’s, with a longitudinal engine configuration closer to that of the original production car. Despite a handicap of 128 kg and transmission issues, the car took 11 poles from 14 races and came second in the (...)
Williams Grand Prix Engineering was founded in 1977 when new partner Patrick Head joined Frank Williams Racing Cars. The team saw a maiden F1TM win when Clay Regazzoni took the 1979 British GP, followed by Alan Jones winning the World Championship in 1980. By the late 1980s, the team was looking for a new high-class engine partner, eventually teaming up with Renault in 1989. When Adrian Newey joined Head in the design office in mid-1990, the combination of the pair’s expertise and Renault’s (...)
Nigel Mansell had success with Williams-Honda in the mid-1980s, finishing narrowly second to Alain Prost in the 1986 championship before going on to become the last driver personally selected by Enzo Ferrari to join the Italian team in 1988. After finishing fifth in the 1990 championships, the Briton was on the verge of retirement before Frank Williams convinced him of the potential of the team’s new partnership with Renault. After tough negotiations, Mansell agreed to become lead driver (...)
Newey’s newly designed car, the FW14 with a Renault RS3 3.5 V10 engine made its debut at the 1991 United States Grand Prix held on a street circuit in Phoenix, Arizona but both drivers retired early with gear box issues. By race four in Monaco, things started to come together, however, with Mansell finishing second, while in race six, the team scored a 1-2 with Patrese victorious and Mansell in second place. The 1991 drivers’ championship was won by Ayrton Senna in the McLaren MP4/6, but (...)
For the 1992 season, Williams-Renault debuted the FW14B. Visually the main difference between the two cars was a pair of protrusions over the FW14B’s front pushrods and a longer nose section but, crucially, the new car added active suspension and a steering-wheel gearshift to the power of Renault V10 RS3 engine. The changes added reliability to the car’s advanced technology and Mansell took pole position and first place in the first five Grand Prix of the (...)
When the RS4 engine replaced the RS3 at the Hungarian Grand Prix (race 11 of 16), the team were unstoppable. Over the course of the season, 15 poles and 10 victories (including six 1-2s) were recorded. The drivers’ title was won with two races to spare and Williams-Renault took the constructors’ title scoring 65 points more than closest rivals McLaren-Honda. The victory became the first in a long line of Formula One titles for Renault (...)
In March 1991, soon after the original Clio had won European Car of The Year the previous year, Renault produced a sports version of the model. This Clio 16V was aimed at taking over from the Renault 5 GT Turbo, but in 1993 an even more powerful version of the car was released, the Clio Williams.
Named in honour of the Wiliams-Renault team’s victory in the previous year’s Formula One™ World Championship – when Nigel Mansel won the F1 Drivers’ Championship with a record nine wins in the Williams-Renault FW14B – the Clio Williams was greeted with considerable excitement. The Williams name promised to bring a real performance edge to the ongoing battle of the “hot hatches”.
With a 16-valve, two-litre engine delivering a top speed of 215 km/h (134 mph), the stylish new arrival more than lived up to its promise. As well as the headline top speed, the Clio Williams delivered 108 kW [145 bhp] of power @ 6100 rpm and 17.8 kgm [129 ft.lb] of torque @ 4500 rpm.
The front-engined, front wheel drive layout and hard suspension – with a trim weight of only 990 kg – all combined to take the car to 100km/hr in 7.8 seconds and gave it a clear edge over its nearest competitors. A five-speed gearbox, gold Speedline alloys and disc brakes all round, ventilated at the front, completed the “pocket rocket” package, not to mention a Phillips stereo radio (...)
The new three-door hatchback proved so popular that the minimum production requirement of 2,500 for competition homologation purposes was quickly exceeded, with a total of 3,800 rolling off the production line for the first run.
Competition success was not long in coming, with both the Group A and N versions helping Renault secure the Manufacturers’ title in the 1993 French Rally Championship.
A characteristic feature of the first 3,800 cars produced was a dashboard-mounted serial number plate which made them collectors’ pieces from the moment of launch. Painted in 449 Metallic Sports Blue, the blue theme was continued into seatbelts, instrument dials and as a highlight on top of the chunky gear lever.
At the height of its success in Formula One™ with the V10 engines, Renault took the bold step of designing an uncompromising sports car. With no any attempt at comfort, the prototype focussed on thrills and pure driving pleasure. Unveiled as a concept car at the 1995 Geneva Motor Show, the new Renault Spider made a huge impact.
Based on the Alpine series, with every car hand-built in Alpine’s Dieppe factory, the Renault Spider’s chassis was made of aluminium and its body of plastic composite, bringing its weight down to only 930 kg. Even the jack was made of aluminium in the search for weight loss, and a radio was an optional extra.
The Renault Sport Spider’s engine was the four-cylinder 1998 cc F7R introduced on the Clio Williams, which produced 150 hp @ 6,000 rpm and topped out at 211 km/h. With a rear-mid-engine, rear-wheel-drive layout and five-speed mechanical gearbox, the two-seat roadster’s acceleration, braking and roadholding were sensational.
The first-ever road car with a Renault Sport badge, the Spider had a radical minimalist look. With no power steering, ABS or heating, it was perhaps more at home on the track than on the road, a point reinforced by its two bucket seats and prominent roll bar. Early models even did away with the front windscreen, with drivers in the aeroscreen version wearing a helmet instead.
The Spider’s doors are one of its most recognizable features, opening vertically in "beetle-wing" style and having no handles. The Sports Yellow bodywork, prominent side scoop, bulging headlights, and lack of side windows added to the highly distinctive, streamlined look of the car.
The Trophy version was developed specifically for racing, aimed at a new one-car series. It had an even lighter aluminium chassis, with a weight of 850 kg, a six-speed gearbox and its engine produced 180 hp and a top speed of 251 km/h. Later models gained a sequential gearbox for even better performance. Only 80 were ever built, making for a very exclusive club.
Production ended in 1999, but the Renault Spider is fondly remembered by fans for its radical design and exciting performance. The Renault Spider Series ran as a support race to both F1 and the British Touring Car Championship, and is also notable for producing future BTCC champion Jason Plato – who won 11 of the 14 races in its inaugural year.
The Renault Laguna went on the market in 1994 as a replacement large family car for the Renault 21. Initially a hatchback model, with an estate version coming a year later, it was designed by Patrick Le Quément who had completely revamped Renault’s design department in 1987. He was also responsible for the Renault Scenic and Renault Mégane II, both voted European Car of the Year in 1997 and 2003 (...)
Renault Dealer Racing joined the British Touring Car Championship (BTCC) in 1993, with Tim Harvey and Alain Menu in a Renault 19 16S. The Renault Laguna promised more success and the pair switched to a new car developed by the Renault Sport rally department in 1994. The Laguna immediately began to show its potential and its yellow and blue livery was to become an iconic sight in BTCC for the following (...)
In 1995, the Formula One magic of Williams was brought to the Renault Laguna for the new season. Externally, the car looked like a standard Laguna, in line with the rules of BTCC, but it was a very different beast under the hood. Sodemo Moteurs tuned the four-cylinder, 1,998 cc engine to produce 280hp and a top speed of 260 km/h. Alain Menu, 1994 BTCC runner-up, was joined by the 1991 champion Will Hoy to fully exploit the potential of the new Renault Laguna (...)
The Renault Laguna BTCC made a slow start but Menu eventually had a breakthrough race at Thruxton, taking pole position and fastest lap, before going on to win seven of the last nine races of the 1995 season. Hoy had a more mixed year but the Williams Renault team still finished as winners of the Constructor’s title, with a clear lead over all their rivals.
However it was the 1997 season that was to put the Renault Laguna into the record books. Jason Plato joined Alain Menu to make up a team that won 14 of the 24 races in the year. Menu won 12, with the novice Plato winning the first three poles and then the last race of the season, a taste of what was to come from the future champion. Williams Renault won both the BTCC Constructor and Team titles in only their fourth year of (...)
When the Laguna ended its run in the BTCC in 1999, it had won four titles and 38 races. Its winning ways live on in virtual reality as an iconic model in the TOCA Touring Car Championship video game.
The R25 was the winning Formula One™ car built by Renault for the 2005 season. Driven by 24-year-old Fernando Alonso to his first F1 Drivers’ World championship, it also brought Renault the F1 Constructors’ World Championship, the first time a volume car manufacturer had won both world titles in the same season.
Renault took a break from F1 at the end of the 1997 season but rejoined in 2000 after taking over the Benetton team. Renamed the Renault F1 Team in 2002, its first win was at the 2003 Hungarian Grand Prix, then again at the 2004 Monaco Grand Prix. For 2005, new regulations led to the development of the R25 with its innovative front suspension system – a response to the ban on tyre changes – better aerodynamics and an engine that could run in two successive Grand (...)
Key to the success of the R25 was its reliability and its RS25 V10 three-litre engine, paired with a new on-board electronic system. The engine position was lowered to bring down the centre of gravity in comparison to the R24 model, which had placed third in the previous season to lay a promising foundation for the future.
Significant stiffening of the chassis also helped handling on the R25, along with a reduced weight of only 610 kg thanks in large part to the new electronic control system that allowed for better aerodynamics, weight balance and much faster data processing.
Alonso and teammate Giancarlo Fisichella won three victories and a third place during the first four races of the 2005 season. Chased closely all year by Ferrari and McLaren, the reliability of the R 25 – and the skills of both Renault drivers – won through. After 19 races, seven victories, eight more places podiums and only two retirements, 24-year-old Fernando Alonso claimed the F1 (...)
The R25 was fitted with a paddle-operated six-speed semi-automatic gearbox (with one reverse gear). The engine developed 800 bhp, and took the car to a top speed of more than 300 km/hr. Its lightweight chassis was made from aluminum honeycomb composite monocoque and carbon fibre, and its brakes were also carbon fibre all round. With a length of 4.8 m and width of 1.8 m, its wheelbase was 3.1 (...)
In 2008, the Mégane R26.R set a lap record in its category on the famed Nürburgring circuit, with a time of 8:17.54 set by former Formula Renault Champion Vincent Bayle. This radical version of French Motorsport magazine’s Sports Model of the Year 2007 instantly became world famous.
The Nordschleife record was a first for Renault Sport and the 8:17.54 time obliterated the previous mark by 9 seconds. Key to this was cutting weight, with an aluminium subframe, carbon-fibre bonnet, and polycarbonate side and rear windows taking around 123kg off its predecessor. Even the rear window heater and wiper blade were sacrificied to lighten the car.
Sabelt carbon-fibre bucket seats made their contribution to weight loss, with the rear seats removed completely. Road-approved racing harnesses (a first for a road car) added to the businesslike feel, and air-conditioning was an optional extra to reduce weight. Another option was the four-point roll bar, designed to meet any track safety requirements.
The Mégane R26.R had the same 2.0 litre engine as the Mégane F1 Team R26, with short-shift six-speed manual transmission. This 16-valve turbocharged powerplant develops 230bhp and a torque of 310 Nm, with 90% of the maximum torque available between 2000 and 6000 rpm. Renault Sport worked hard to achieve that tricky compromise between everyday road comfort and track grunt, but still delivered a 0-100km/h time of just 6 (...)
As impressive as its speed off the grid, was the grip and stopping power of the Mégane R26.R. With a weight of just 1,232 kg, it had a power-to-weight ratio of 5.3kg/hp, running on optional Toyo R888 semi-slick tyres and braked by custom Brembo 4-piston calipers at the front end.
Perhaps the most impressive feature of the R26.R was how it captured the spirit of Renault Sports. It was a vehicle for anyone to drive to the track, in the same way Renault 8 Gordini drivers had competed in the Gordini Cup, many cutting their teeth for later racing fame. The noise of the two-liter supercharged engine with its optional titanium exhaust was the sound of the affordable sports car for a new (...)
With only 350 R26.R ever built, any owner is in exclusive company. That select group enjoy a Nürburgring 8:17 logo in the rear quarter windows and a plaque on the central console giving the car a number based on the even more limited sales in each specific country.
The Mégane R.S. Trophy burst into fame in 2011 when it set a new front-wheel drive record of 8’08” at the Nürburgring’s famous Nordschleife. Limited to only 500 cars, this compact powerhouse combined technology, power and good looks into an unbeatable package of fun.
A Mégane R.S. Trophy is recognisable at a glance thanks to its black roof, branded decals, rear lip spoiler, and 19-inch Gloss Black STEEV wheels with red piping. The LED daytime running lights also add to the striking and distinctive look. Owners also appreciated the plaque displaying its number in the limited-edition run.
With maximum power of 265hp, and a peak torque of 360Nm across a particularly broad rev-band (3,000 to 5,000rpm), the Mégane R.S.’s 2.0-litre turbocharged engine was tuned to perfection. A power-to-weight ratio of 5.09kg/hp and power of 132.5hp/litre delivers 0-100km/h in just 6 seconds and a top speed of 254km/h, statistics that don’t describe the fun also on tap.
The innovative R.S. Monitor onboard data-logging system records performance and displays a range of mechanical parameters in real-time. On the road, and especially on the track, it gives drivers reassuring feedback of every aspect of the car’s performance.
The Mégane R.S. Trophy was notable for its road-holding on dry roads, especially through tighter turns, as well as in the wet. Adding to the Cup Chassis, ESP and standard LSD, the Formula 1-inspired design of the Bridgestone Potenza tyres offered outstanding grip, stability and acoustic comfort, whatever the conditions.
The Mégane R.S. Trophy marked the introduction of a new Sirius Yellow finish, a metallic paint immediately recognisable to Renault Sport fans for its association with the company’s racing heritage. Other alternatives are Glacier White, Etoilé Black and Cassiopée Grey.
The 2015 Mégane R.S. Trophy-R showed Renault Sport’s engineers hadn’t rested on their laurels after breaking records in 2008 and 2011 with earlier incarnations of the Mégane. Laurent Hurgon tore around the Nürburgring in a new time of 7:54.36s, shaving a massive 14 seconds off the record for FWD production vehicles.
Sporting a new two-tone colour scheme, an Etoilé Black roof matched with an Pearlescent White finish, the Mégane R.S. 275 Trophy-R made a great first impression. The Trophy-R branded F1-type front blade, chequered flag on the front doors and other graphics added to the sporty looks, set off by 19-inch black or red Speedline wheel rims. It’s a car that looked equally at home on road or (...)
The Mégane R.S. 275 Trophy-R was a two-seater derivative of the latest Mégane R.S. 275 Trophy, losing almost 100kg to boost its performance. With the Cup chassis and limited-slip differential as standard, ‘Öhlins Road&Track’ one-way adjustable dampers with composite springs and MICHELIN Pilot Sport Cup 2 tyres were also part of the package.
The Mégane R.S. 275 Trophy-R was powered by a 2.0-litre petrol R.S. engine boosted to 275bhp, with a six-speed manual gearbox and a titanium Akrapovič exhaust system. Taking just 5.8 seconds to reach 100km/h from a standing start, it went on to a maximum track speed of 255km/h.
With no rear seats, the front was furnished with Recaro Pole Position polycarbonate monocoque seats which gave a weight saving of 22kg. The seats came with a three-point seat belt, with a six-point racing harness available as an option. Track-day fans could also add a lithium-ion battery to trim another 16kg off the overall weight and vital seconds off lap times.
A special braking kit shed another three kilograms off the Mégane R.S. 275 Trophy-R’s weight while ensuring high-performance braking. The Renault Sport-etched 350/28-diameter steel and aluminium discs were ideally adapted to intensive circuit use, bringing more confidence and a sharper bite when needed.
Only 250 examples of this limited-edition series went on sale in some 15 countries. In France, it sold out the same day it was released (July 1, 2014) at a tax-paid price of €45,000. A record-specification version of the model was also available.
Having added everything they could to speed the car up, Renault Sports’ engineers also took away everything that might slow the car down, from airconditioning to sound insulation. This created a total motoring environment for the driver, where the unique blast of the Akrapovič exhaust or squeal from the Michelin tyres became part of the soundtrack. No need for the (optional) sound system when you have that music in your (...)
Designed as a “mini touring car” based on the Renault Sport CLIO 2.0 16v, the original CLIO Cup’s technical data sheet was the stuff of dreams. Weighing only 920 kg, it had a 190 hp engine and a six-speed sequential gearbox. A top speed of 220 km/hr awaited the lucky driver who sat behind the wheel.
Heir to the Renault 8 Gordini, Renault 5 GT Turbo, and other CLIO 16S models, the CLIO Cup’s competitiveness made for spectacular, edge-of-the-seat racing. The four-cylinder, 1998 cc engine and six-speed gearbox were reliable and the performance and affordability of the car allowed generations of drivers to develop their track skills.
Ever since the Gordini Cup, Renault has maintained a consistent presence on racetracks throughout Europe and the rest of the world. More than 700 of the first CLIO Cup were produced and raced in a dozen national championships. With several hundred thousand units sold since 1991, all four generations of the CLIO Cup have continued that tradition of performance, reliability and (...)
Introduced in 2013, the latest version of the Clio Cup – the Renault Clio R.S. 200 EDC – boasts a 1.6-litre direct injection turbo engine that develops 220 hp and constant torque of 270Nm. A semi-automatic, sequential six-speed gearbox delivers ultra-fast gear changes. Incredibly powerful brakes, solid chassis and sophisticated on-board electronics can be adjusted to suit any driver’s individual (...)
Tests Le Castellet 11/2017
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