[10] When Renault executives learned of Boué's work, they were so impressed by his concept that they immediately authorized a formal development program.

Boué had wanted the tail-lights to go all the way up from the bumper into the C-pillar, in the fashion of the much later Fiat Punto and Volvo 850 estate/wagon, but the lights remained at a more conventional level.

[11] The R5 borrowed mechanicals from the successful Renault 4, using a longitudinally-mounted engine driving the front wheels with torsion bar suspension.

[8] However, for many export markets, the entry-level version was excluded from the range, and front-wheel disc brakes were offered on the more powerful 956 cc "Renault 5TL" along with features as an alternator and reclining backrests for the front seats.

[8] These covered a larger area of potential contact than conventional car bumpers of the time and survived low-speed parking shunts without permanently distorting.

[16] The three-speed automatic transmission model, which received equipment similar to the R5 GTL, but with a 1,289 cc engine rated at 55 bhp (41 kW; 56 PS), a vinyl roof, and the TS' front seats, and also became available with five-door bodywork.

[6] The U.K. launch price was £4,149 – nearly a third more than the previous top model, the 5 TS, at £3,187 – showing the considerable changes to the car, over the 64 PS (63 hp; 47 kW) 5 TS, which could not reach 161 km/h (100 mph), compared to the 93 PS (92 hp; 68 kW) Gordini, which could reach 177 km/h (110 mph).

The 1.4 L (1397 cc) OHV engine, mated to a five-speed gearbox, was based on the Renault "Sierra" pushrod engine, but having a crossflow cylinder head with hemispherical combustion chambers and developed 93 PS (68 kW; 92 hp), twice as much as a standard 1.1 L (1108 cc) Renault 5.

[20] The 1.4 L (1,397 cc) engine in the Alpine/Gordini Turbo had a single Garrett T3 turbocharger, increasing the power output to 110 bhp (82 kW; 112 PS).

The automaker marketed it through its 1,300 dealers, where it competed in the United States against such front-wheel-drive subcompacts as the Honda Civic and Volkswagen Rabbit.

[25] American Motors' ad agency launched the car in the U.S. with a marketing campaign emphasizing that it was Europe's best-selling automobile with millions of satisfied owners.

[26] It did not achieve such immediate success in the United States market, even though the Le Car was praised in road tests comparing "super-economy" cars for its interior room and smooth ride, with an economical [35 mpg‑US (6.7 L/100 km; 42 mpg‑imp) highway and 28 mpg‑US (8.4 L/100 km; 34 mpg‑imp) city] as well as its smooth-running engine.

[27] Advertisements also focused on the Le Car's standard features and low base price, actually comparing it to the imported Ford Fiesta, Honda Civic, and VW Rabbit.

For the 1980 model year, the front end was updated to include a redesigned bumper, grille, and rectangular headlights.

Sales in Canada continued until 1986, two years after the second generation Renault 5 (known as the Supercinq or Superfive) had replaced it in the European market.

Because they were early adopters, Renault advertised Le Car's versatility in a full-page ad illustrating its use by the department.

[39] U.S. Electricar, based in Athol, Massachusetts, performed electric vehicle conversions on the Renault Le Car, installing sixteen six-volt lead-acid batteries, providing a modest range of 60 km (37 mi).

In the 1978 Monte Carlo, Renault 5 Alpines came second and third overall, despite a powerful team entry from Fiat and Lancia.

It was named the Renault 5 Turbo, but being mid-engined and rear-wheel drive, this car had little technical resemblance to the road-going version.

The 2WD R5 turbo soon faced competition from new 4WD vehicles that were faster on dirt; however, the Renault remained among the fastest of its era on paved roads.

These received fabric interiors, side stripes, a vinyl roof, more sound deadening, and other comfort details.

Many extras used in Europe, such as a rear window wiper and a tachometer, were unavailable in South Africa because it would make it impossible to meet local content regulations.

The new body was wider and longer with 20 percent more glass area, more interior space, and a lower drag coefficient of (0.35), as well as 4.10 L/100 km; 68.9 mpg‑imp (57.4 mpg‑US) at 90 km/h (56 mph) in the economy models.

It was planned to market the vehicle as a downsized successor, substituting the AMC Pacer in the United States, which affected the design of the R5.

[57] Although not as fast as the turbo model, it featured the same interior and exterior sports appearance, as well as identical suspension and brakes.

As with the previous generation, the 5 Turbo was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985.

The most common variant available after the Clio had been introduced as a minimally equipped model named the R5 Campus until the car's 12-year production ended in 1996.

Weighing a mere 850 kg (1,874 lb), and producing 85 kW; 113 hp (115 PS), the GT Turbo had an excellent power-to-weight ratio, permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds.

Roger Saunders and Alex Postan took part in the 1987 British Touring Car Championship season using a 5 GT Turbo.

In 1989, the Belgian company EBS produced convertible versions of the Renault 5 (1,400 in total), almost all of which were left-hand drive.