Renault 18
Renault 18 | ||
---|---|---|
Curb weight 940 kg (2,072 lb) (base) | | |
Chronology | ||
Predecessor | Renault 12 | |
Successor | (North America) |
The Renault 18 is a
Development
The Renault 18 was intended as a replacement for the Renault 12, which, having been in production since 1969, was beginning to show its age by the late 1970s, though the 12 was kept in production alongside the 18 until 1980. Unlike the earlier car, the 18 was designed quickly; the time between its initial conception and its actual launch date was only eighteen months, primarily due to the fact that the 18 was based upon the 12's underpinnings. Production peaked early: 1979 was the R18's biggest year, after which sales began a gradual decline. Originally, the 1.4 was the most popular model, but this soon changed to the 1.6. By 1986 the largest, 2-liter engine represented the biggest portion of the production.[2]
Although Renault made numerous forays into international markets in countries such as Argentina with the 12, their first true "world car" was their 18, hence the slogan Meeting International Requirements, which (as well as in France) would later be produced in ten other countries and four continents around the world. In 1981, the Renault 18 was selected by India's massive public sector car manufacturing project Maruti Udyog to be built there at a rate of 100,000 cars per year - including a pickup truck version meant to compete with small Japanese trucks.[3] However, after closer review and at the direction of Rajiv Gandhi (who had always wanted to build a small people's car) it was determined that the economics did not make sense and that a smaller, cheaper car would be the better option.[4] Maruti instead linked up with Japanese Suzuki to build the subcompact Alto under license.
Renault Eve
The Renault 18 also formed the basis for the "Renault Eve" research car.[5] This experimental fuel efficient concept car, powered by a 1.1 L engine from the R5, featured then state-of-the-art microcomputer microprocessor, an array of specialised sensors, an electronically controlled carburettor, continuously variable automatic transmission, as well as aerodynamics and use of lightweight materials.[5][6][7] The resulting body shape resulted in a very low 0.239 Cd drag coefficient.[8] The project was sponsored by the French government.
Initial range
The Renault 18 went into production at Renault's Flins factory in France in December 1977. It was presented at the Geneva Salon in March 1978, with marketing and sales starting the following month.
Initially, the R18 was only available as a four-door
The 18 was Renault's first car to use the 1.4 L Cléon engine in the medium-size car sector. The Renault 18 also used three-
with all versions using four-stud wheels from the 1983 facelift onwards.Timeline
Deliveries began early in April 1978 and sales in the United Kingdom began just before Christmas. On the British market, it was designed to compete with the market-leading
The first changes were announced for 1979 at the
The 18 Turbo model was introduced in September 1980, borrowing from other Renault models.[12] The 18 Turbo featured a 1565 cc (95.5 cu in) engine rated at 110 PS (81 kW) and 134 lb⋅ft (182 N⋅m) of torque with a claimed top speed of 115 mph (185 km/h) (112 mph (180 km/h) in period tests), with reviewers in period achieving 0-60 mph (97 km/h) times between 10.1 and 10.8 seconds.[14] Features included a five-speed gearbox, negative offset front suspension, four-stud alloy wheels, rear spoiler, dashboard and interior fittings from the Renault Fuego. A little later, a Turbodiesel version arrived; it had an 88 PS (65 kW) version of the 2.1 L inline-four fitted to the TD/GTD and at the time it was the fastest car in its class. However, it soon had to compete with newer and quicker performance versions of the Vauxhall Cavalier (Opel Ascona) and Ford Sierra.[15]
Model year 1982 saw the introduction of several changes to the entire lineup of 18 models, shown in late 1981: the negative offset front suspension, previously available only on the Turbo and Diesel models, was made standard. The front indicator lenses were changed from orange to clear, bumpers and door handles were switched from chrome to black polyester, and the seats were restyled to provide more space in the rear seats.[12] Model-specific changes included the available option of a five-speed gearbox on the TL; the GTL received an "economy-tune" 73 PS (54 kW) version of the 1647 cc (100.5 cu in) engine, as well as a five-speed gearbox, higher final drive ratio, electronic ignition and an "economizer" gauge. The TS and GTS version were discontinued.[12] A two-litre model entered production, for export only until late 1983.[2]
A special edition, the R18 "American" arrived in 1983. Limited to 5,200 examples (1,500 in the UK), it had a special black over silver two-tone paint and numerous luxury equipment such as alloy road wheels and a plusher interior.[16] It included the 1.6 L engine and sold well. An "American 2" version was introduced in 1984. Included were central locking, radio, and a choice of four colour schemes, with a total of 14,000 units (8,000 for France and 6,000 for the rest of Europe).[17]
The "Type 2" was introduced in April 1984. The grille was changed and all models gained a front air dam, while the saloons also received a standard rear spoiler. The three-stud wheel rims were replaced with the larger four-stud wheel rims (with the Base, TL, and TD just having center caps, and the GTL, Automatic, GTS, and GTD all having full wheel trims). The biggest difference was that the dashboard was replaced by that of the Fuego.[18] The 2 L GTX model was introduced in France in the fall of 1983. Subsequent years saw fewer changes to the 18 line, in preparation for the launch of the Renault 21 early in 1986. For 1986, a limited range was sold as the "18 Gala" in France, with the Turbo model discontinued during 1985 (only about 650 Turbos were built that year).[2] July 1986 marked the end for the R18 in France. Production continued in Latin America until 1994, however, and the R18 also continued to be manufactured in France with the 2 L petrol engine until 1989 for export only.
Estate model
By the late 1970s, European production of the Renault 12 was being gradually wound down, followed by the arrival of the
They were otherwise mechanically identical to their saloon counterparts. The estates were identical to the saloons in equipment, except that the TS estate additionally featured
In Germany the Break was originally marketed as the "Variable", after the Type 2 facelift it became the "Combi". In the Netherlands, it was called the "Stationcar", while it was sold as the "Familiar" in Spain. In the United States, it was marketed as the "Sportswagon", later becoming the "Sportwagon" without the "s".[19]
U.S. and Canadian market
American Motors Corporation (AMC) had established several assembly and marketing agreements with Renault since the 1960s.[20] A financial partnership in 1979 evolved into the French firm's holding a controlling (46 percent) stake in the smallest U.S. automaker.[21] One aspect of AMC's strategy included marketing a larger-sized front-wheel-drive automobile.
The Renault 18 was re-engineered for the U.S. and Canadian markets. Modifications for the U.S. market included more stringent emissions controls, larger bumpers designed to withstand 5-mile-per-hour (8 km/h) impacts, two-tone paint, and uncovered sealed-beam headlights, as well as different hubcaps and interior trim.[12] The US and Canadian version of the 18 was the first Renault about which critics claimed the Frenchness had been taken out.[22] The add-ons increased the 18i sedan's wind resistance to drag coefficient of Cd=0.44.[23]
Being fuel injected, the four-door and the station wagon (called "Sportswagon"; the middle "s" was later dropped) were sold by AMC dealers as the Renault 18i beginning with the 1981 model year.[24] The sedan was discontinued during 1983 and the remaining station wagon body style was renamed simply the Sportwagon from 1984, remaining on sale until 1986. The majority of sales during 1986 were leftover 1985 models.[25]
The 18i was sold in base or deluxe trims, with the well appointed deluxe receiving a different "high line" dash and a leather upholstered "touring" interior.
For 1983, the 18i received various upgrades while the base trim was dropped, leaving only the well equipped deluxe version.[23] The three-wand setup was replaced by a more traditional two-stalk solution for operating lights, wipers, and indicators. Either a five-speed manual or three-speed automatic were on offer; the four-speed was no longer available after 1982.[27] Period reviewers also commented on an improved quality feel vis-à-vis earlier model years.[28] Nonetheless, the 1983 was the last year for the sedan and sales of the Sportwagon dropped steadily until 1986. Along with the name change, the 1.6 was replaced by the larger 2.2-liter engine also known from the Fuego for the Sportwagon. These feature prominent "2.2 litres" badging on the rear hatch and were available in Deluxe or Touring trim. The Deluxe has aerodynamic hubcaps while the sporty Touring has alloy wheels and the 18 Turbo's contrasting graphics along tha flanks. Maximum power for the larger engine was up to 91 hp (68 kW) at 5000 rpm, while transmissions remained as before.[24]
For the 1987 model year, the Sportwagon was replaced by the Renault 21's US and Canadian equivalent, the Eagle Medallion.
Assembly in Australia
Starting in 1980, the top-of-the-line Renault 18 GTS saloons and estates with right-hand drive were assembled in
South American markets
The Renault 18 was also built in Argentina,
During 1982 the GTX was added to the lineup, featuring a fifth gear, air conditioning, and an engine upgraded to produce 103 hp (76 kW). Towards the end of 1982 the 18 Break entered local production, in either TX or GTX trim, and the lower cost GTL sedan was added to the lineup. This model received the 1.4-litre engine familiar from the European market, producing 77 hp (57 kW), and a five-speed transmission.[30] Later, there was also the GTX-II, featuring a basic onboard computer that displayed fuel consumption, etc. It was also available with 1.6 L (TL), 2.0 L, and 2.1 L diesel engines. For 1993 only, a 110 hp (81 kW) 2.2 L engine was installed in the GTX-II.
The Renault 18 was assembled in
The Renault 18 GTX was also rallied in South America by Renault Argentina, following the various competition successes of the earlier 12 TS.
Trim levels
Index name | Production years | Engine size | Notes |
---|---|---|---|
Renault 18 TL | 1978–1986 | 1397 cc | Specification includes:
Two-speed wipers coin tray Reclining front seats Loudspeakers in front doors |
Renault 18 GTL | 1978–1986 | 1397 cc (1978–1982) 1647 cc (1982–1986) |
Specification of TL plus:
Foam-filled steering wheel |
Renault 18 LS | 1979–1981 | 1647 cc | Specification of TL, but sport-oriented |
Renault 18 TS | 1978–1982 | 1647 cc | Specification of TL, plus:
Foam-filled steering wheel |
Renault 18 GTS | 1978–1983 | 1647 cc | Specification of GTL, plus:
Electric front windows |
Renault 18 TD | 1980–1985 | 2068 cc Diesel | TL trim level with diesel engine, 2.1-litre |
Renault 18 GTD | 1980–1986 | 2068 cc Diesel | GTS trim level with diesel engine, 2.1-litre |
Legacy
A total of 2,028,964 Renault 18s were built in France alone. The R18 was replaced by the Renault 21 saloon and Nevada/Savana estate starting in 1986. The U.S. market successor for 1987 was the Eagle Medallion. An additional 268,484 examples were built in two of FASA's plants in Spain, in Palencia and Valladolid. The Renault 18 was withdrawn from the remaining European markets by 1989. It remained in production in South America into the mid-1990s. The last Argentinian Renault 18 rolled off the production line in 1993, after a total of 132,956 units were built in Argentina alone.
It was launched on the British market in December 1978 but was discontinued there in July 1986. Sales were initially strong, peaking at over 30,000 in 1980 when it was the tenth best-selling car in the UK and the most popular foreign model; but declined over the next few years as new competitors arrived from Ford, Vauxhall, and British Leyland. In total, 131,241 examples were officially imported.
References
- ^ "Codigos de Motores Renault" [Renault engine codes]. renault19club.com.ar (in Spanish). Retrieved 11 January 2016.
- ^ a b c "Evolution". ptikem.free.fr (in French). Archived from the original on 4 March 2016. Retrieved 11 January 2016.
- ISBN 9788172237806.
- ^ Bhargava and Seetha, pp. 19-20
- ^ a b Norbye, Jan P. (March 1982). "Renault's experimental 57-mpg computer car". Popular Science. Vol. 223, no. 3. p. 90. Retrieved 26 July 2022 – via Google Books.
- ^ "1981 Renault Eve". carstyling.ru. Retrieved 28 December 2013.
- ^ "Prototype EVE". histoire-de-la-r18.e-monsite.com (in French). Retrieved 30 January 2018.
- ISBN 0850595827.
- ^ Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Editoriale Domus. p. 230.
- ^ "Salon 1980: Toutes les Voitures du Monde". L'Auto Journal (in French). 15: 119. September 1980.
- ^ a b Bellu, René (2006). "Toutes les voitures françaises 1979 (salon Paris, Oct 1978)". Automobilia. 84. Paris: Histoire & collections: 51.
- ^ a b c d e f "Salon 1981: Toutes les Voitures du Monde". L'Auto Journal (in French). 15: 32. September 1981.
- ^ "En chiffres" [In numbers]. ptikem.free.fr (in French). Archived from the original on 19 June 2011. Retrieved 11 January 2016.
- ^ "AutoTest Renault 18 Turbo". Autocar. 21 February 1981.
- ^ "Renault 18 Turbodiesel e Diesel". Quattroruote (in Italian). 29 (347). Editoriale Domus: 180–181. September 1984.
- ^ Bergon, Nicolas. "Renault 18 "American"". aebergon.perso.neuf.fr (in French). Archived from the original on 23 July 2016. Retrieved 30 January 2018.
- ^ Bergon, Nicolas. "Renault 18 "American 2"". aebergon.perso.neuf.fr (in French). Archived from the original on 5 October 2014. Retrieved 30 January 2018.
- ^ Quattroruote (Sep. 1984), p. 182.
- ^ a b c "Renault presents the remarkable 18i Sportswagon (advertisement)". Ski. Vol. 45, no. 7. Winter 1981. p. 25. Retrieved 31 January 2018.
- ^ Stern, Randy (8 April 2021). "Historiography: Renault and AMC - Victory & Reseda". randystern.net. Retrieved 26 July 2022.
- ^ Kramer, Larry (13 October 1979). "Renault Buying Major Share of AMC". The Washington Post. Retrieved 26 July 2022.
- ISBN 978-0-7864-4672-8. Retrieved 28 December 2013.
- ^ a b c Nagy, Bob (November 1982). "A pair of tasty tourers for middle-class sybarites". Motor Trend. Vol. 34, no. 11. Petersen Publishing Co. p. 49.
- ^ a b Kucinski, Leonard (19 October 1985). "Renault Sportswagon: Overlooked but not forgotten". The Morning Call. Archived from the original on 22 November 2022.
- ISBN 0910589007.)
{{cite book}}
: CS1 maint: ignored ISBN errors (link - ^ a b c Hogg, Tony, ed. (January 1981). "1981 Buyer's Guide". Road & Track's Road Test Annual & Buyer's Guide 1981. p. 114.
- ^ Nagy, p. 52
- ^ Nagy, p. 50
- ^ "Renault 18GTS". uniquecarsandparts.com.au. Retrieved 11 January 2016.
- ^ Figueras, Carlos F. (August 1986). "Robusto y confiable" [Robust and reliable]. Parabrisas. No. 99. Archived from the original on 3 December 2017 – via Tet del ayer.
- ^ "Modèles Exotiques" [Exotic versions]. ptikem.free.fr (in French). Archived from the original on 14 December 2015.
- ^ "Venezuela: Mariara". Renault Histoire (in French). June 2016. Archived from the original on 20 November 2023.
External links
- Renault 18 at the Internet Movie Cars Database
- A personal Renault 18 site accessed on 26 July 2022.
- Renault 14 & 18 - English version 27 March 2002, accessed on 26 July 2022.