Renault Koleos, 2012

 

 

 

 

•  Renault Koleos, 2012

A renewed version of Renault Koleos is to be released in late 2011. The chief changes concern the model's exterior styling and interior trim, plus appreciable CO2 and fuel consumption savings in the case of its diesel engines. The model reasserts its high-end status by building on the strengths that were widely acclaimed at the time of its launch in 2008, namely its remarkable comfort, versatility and modularity, as well as the speed with which owners are able to familiarise themselves with their new car.

Robust, more dynamic looks
The front end of Renault Koleos has been revised with a view to reasserting its forceful character. The air-intakes positioned either side of the Renault logo on the previous version have made way for an elegant chrome grille, while the dynamism of the model has been reinforced by new, slimmer headlights. The more modern door mirrors now incorporate LED indicators.

The side view expresses the robustness associated with the world of 4x4 motoring thanks to cues such as high ground clearance, prominent wheel arches and new, modern, sporty wheels. The initial version's distinctive rear-end styling has been carried over, including the steeply-raked rear window which suggests forward movement and provides the model with a particularly original stance. New Renault Koleos will also be available in a new dynamic body colour: Cayenne Orange.

Careful attention has been paid to the quality and finish of the cabin. A selection of new upholsteries and trims have enhanced the original vehicle's elegance and refinement, while the dashboard and instrument lighting have evolved, too, with the introduction of a modern, more stylish speedometer housing and display.

CO2 emissions savings for a safe crossover which is at home on all types of road

Depending on market, new Renault Koleos can be ordered with the 150hp or 175hp version of the M9R diesel engine, or with the 170hp (TR25) petrol engine. All three deliver dynamic, high-quality performance under the bonnet of this crossover which measures 4.52m in length and 1.85m in width.

Work on the vehicle, engine and gearbox has produced appreciable CO2 emissions savings for the diesel versions of Koleos. The CO2 emissions of the 4x2 version powered by the dCi 150 engine are just 148g/km, which means it is no longer subject to the eco-surtax applicable in France. The emissions of the bigger dCi 175 engine have also been reduced to 166g/km.

The versatility of new Koleos means that it is as much in its element on city streets as it is on twisty country lanes. The Nissan-developed all-wheel drive transmission of the 4x4 version ensures genuine off-road ability, while the model's carefully-honed volumes, precise steering and stability ensure surefooted agile handling in and about town.

Meanwhile, Renault's expertise in the realm of active and passive safety saw the brand's crossover earn a five-star EuroNCAP crash test rating at the time of its launch thanks to features such as ESP, emergency brake assist, programmed structural deformation, six airbags and seat belt pretensioners.

?Exemplary comfort and modularity, plus high-end technologies
New Renault Koleos boasts segment-leading cabin space and comfort, while the interior layout benefits from the extensive expertise of the MPV's pioneer. Everything has been thought through to make sure that all five occupants feel perfectly at ease, including segment-topping headroom and knee room in the front, and an excellent balance between elbow room and headroom for rear passengers.

Practical and modular. The interior of new Renault Koleos features stowage space of up to 70 litres. Access to the large boot (450dm3 VDA) is facilitated by the split-opening tailgate, the bottom section of which forms a robust bench when lowered. The 60/40-split rear bench seat is equipped with the Easy-Estate system, which means it can be folded in one quick movement to free up a flat floor and boot space of 1,380dm3 VDA. The panoramic opening roof makes the cabin even brighter and more enjoyable.

Technologies for enhanced comfort and safety. New Renault Koleos is available with a raft of useful, reassuring and user-friendly high-end features, including hands-free entry and ignition, an electronic parking brake, automatic headlight and windscreen wiper activation and a joystick-operated Carminat TomTom navigation system. The 4x4 versions of new Renault Koleos also incorporate Hill Start Assist and Hill Descent Control.

Use of the audio, navigation and dual-zone climate control systems is perfectly intuitive and their controls fall readily to hand. Meanwhile, careful attention has been paid to eliminating mechanical and road noise which means that occupants are able to fully appreciate the premium Bose® sound audio system which has been tailor-engineered to match the characteristics of the cabin.

Renault Koleos: an international calling and an image-building flagship for the brand

Renault Koleos is marketed in some 40 countries on five continents. It was the first vehicle to benefit from Alliance-wide input since it was designed by Renault, features Nissan technologies and is manufactured at the Renault Samsung Motors plant in Busan, South Korea. Thanks to this fruitful collaboration, it has emerged as a spearhead of the Renault range in several markets.

Renault's first crossover has carved out a place in what is a constantly expanding and fiercely competitive segment:
    An international calling. Thanks toKoleos, Renault enjoys a real place in this growing, image-enhancing segment, notably in China and Latin America. More than 70 percent of Koleos sales were outside of Europe in 2010.
    In Europe, where its strengths are readily recognised,Koleos has succeeded in defending its position. Indeed, sales have increased significantly over the first four months of 2011 with a 65 percent rise in Koleos registrations across Europe between January and April over the same period in 2010.

Renault Alpine A 110-50 Concept, 2012

 

 

 

 

 

 

 

 Renault Alpine A 110-50 Concept, 2012

The Alpine Berlinette turns 50 this year and, to mark the event, Renault has created the Renault Alpine A110-50 concept car, dedicated to performance and driving enjoyment.

So what's in a name? In some cases, the heritage of a name is like a national treasure - and that's certainly true for Alpine. Its DNA blends Renault's sporting passion and technical expertise.

    The Renault Alpine A110-50 concept car translates the most characteristic design features of the original A110 in a modern and spectacular way.
    The carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original 'Alpine Blue'.
    Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A110-50 concept car is imbued with the world of motorsport. It benefits from the experience gained from the racing Mégane Trophy by using the same technical platform.

A new interpretation of a timeless design
To mark the 50th anniversary of the iconic Berlinette, Design Yann Jarsalle and Concept and Show Car Director Axel Breun reinterpreted the original design cues to include the new Renault design language introduced by Laurens van den Acker with the DeZir concept car, and which will soon be rolled out in the company's future models. The new front-end look, with the upright, confident diamond, has been adapted for this very low and wide car. The Renault Alpine A110-50 is a car of today; a bold embodiment of Renault's passion for motorsport.

The Renault Alpine A110-50 concept car translates the most characteristic design features of the original A110 in a modern and spectacular way with:
    the sculpted forms of its elegant, flowing bodywork, enhanced by lights over which air seems to flow effortlessly.
    the half-domed additional lamps, with a technical but nostalgic interpretation, thanks to full LED yellow lighting - as it should be!
    a characteristic 3D rear window, which reveals the mid-rear engine.
    air intakes on each side echo the ducts on the rear wheel arches of the Berlinette. The right-hand opening is for gearbox cooling, the left is for the engine bay.

Produced by Faster, the carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original 'Alpine Blue'. Every opening panel does so with dynamics worthy of the finest GTs, with the bonnet hinged at the front and the engine bay cover opening towards the rear. The doors feature a scissor motion.

A competition-focused cockpit
As you climb into the driving seat, the eye is drawn to the carbon-fibre sills. Everything inside this two-seater expresses build quality and sportiness, with black dominant.
    the driver's seat features embroidered 'Renault Alpine A110-50' badging, Sabelt full harness belts and different, attractive shades of blue.
    the dashboard is particularly uncluttered. The Renault Design-created steering wheel incorporates a colour screen and houses the same technology as a Formula Renault 3.5 single-seater to provide drivers with all the information they need.
    Racing driver equipment is provided by Sabelt and the helmet is created by Ruby.

A true prototype
Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A110-50 is imbued with the world of motorsport. It benefits from the experience gained from the racing Mégane Trophy by using the same technical platform. Acclaimed by drivers in the World Series by Renault, the tubular chassis of the Renault Alpine A110-50 has been stiffened and undergone several developments. The roll cage and bracing in the engine bay have been modified (lowered) in the workshop of Tork Engineering to adapt them to the vehicle's height, which is lower than that of Mégane Trophy. The digital design work was led by Renault Design, Koller and Etud Integral, while final assembly was carried out by Protostyle. The final weight distribution is almost ideal, with 47.8% over the front wheels.

To facilitate servicing, the concept car features integral pneumatic jacks. Derived directly from the systems seen in endurance racing, they allow the wheels to be changed extremely quickly.

An exceptional car that fuses elegance and aerodynamic efficiency
The efficiency of the Renault Alpine A110-50 concept car is largely generated by ground effect. At the front, a splitter hidden in the bumper generates low pressure, which results in significant aerodynamic downforce. At the rear, a diffuser accelerates air flow beneath the floor. Ground effect therefore accounts for more than one-third of the car's downforce, with the rest coming from an adjustable rear wing.

The research and design of this air flow was conducted using Computational Fluid Dynamics, a cutting-edge technology used particularly in F1. CFD involves studying movements of a fluid, or their effects, by resolving digitally the equations which govern the fluid. This technique was used by Renault Sport Technologies primarily in order to fine-tune the aerodynamics and study the behaviour of the New Mégane Trophy as a function of air flow.

Exemplary road holding
The wheelbase of the Renault Alpine A110-50 is identical to that of Mégane Trophy (2,625mm), while the track is slightly wider at 1,680mm front and 1,690mm rear.

The 21-inch wheels, with a single central nut, are specific to this car and fitted with roadhomologated Michelin tyres.

The Sachs dampers can be adjusted in compression and extension, and are mounted directly onto the lower wishbones. There are numerous different set-up options: castor, camber and alignment, ride height, anti-roll.

In order to improve driver feedback, driving aids like ABS, traction control, etc. are not fitted.

Serious stopping power
The braking capability of the Renault Alpine A110-50 match its performance. At the front, large 356mm-diameter steel discs are slowed by six-piston callipers. At the rear, the discs are 330mm in diameter, while the callipers are four-piston models.

Mechanical excellence
Developed on the same technical platform as Mégane Trophy, the Renault Alpine A110-50 concept car also boasts the same chief technical characteristics.

It runs the Renault V4Y engine block, a 3.5 litre 24-valve 400hp V6 mounted in a mid-rear position. The crankcase (semi-wet), moving parts (pistons, connecting rods, crankshaft), valve train (camshafts and valve springs) and exhaust system are specific compared to the version featured on productions models.

Furthermore, the Renault Alpine A110-50 uses the carbon air intake employed for Mégane Trophy V6.

The inlet manifold is fed by a new roof-mounted air intake. This development broadens the engine's power band, with additional horsepower at all engine speeds. The engine mapping has been optimised for these modifications.

F1-style transmission
The Renault Alpine A110-50 concept car is fitted with a semi-automatic six-speed sequential gearbox, as well as a twin-plate clutch that can be controlled using either the clutch pedal or a paddle on the steering wheel.

The gearbox is fitted longitudinally behind the engine and incorporates a limited-slip differential (discs and ramps) with adjustable pre-loading.

The cerametallic twin-plate clutch is also specific to the car. It is activated automatically when downshifting, guaranteeing fast and reliable gear changes.

A black box at the heart of Renault Alpine A110-50
Supplied by Magneti-Marelli, the Marvell 6R electronic control unit includes functions for engine management, gearbox control and data acquisition.

Even more accurate data acquisition
All data collected by the Renault Alpine A110-50 can be analysed using version 4 of the benchmark Wintax software. Wintax 4 enables advanced analysis of more than 50 parameters: engine speed, gear, steering angle, car speed, throttle position, brake pressure... This information allows drivers and engineers to optimise settings and driving style. Wintax 4 data analysis also enables even faster diagnosis of any technical problems.

Renault Alpine A110-50 - The legacy of the Berlinette
When Jean Rédélé unveiled the A110 Berlinette at the 1962 Paris Motor Show, it marked the start of an Alpine adventure for the engine from the Renault 8. The car had been developed from the Alpine A108, but was more stylish and more dynamic, with an even lower engine cover, a larger glazed area and the rear lights from the Renault 8. The new engine demanded changes to the air intakes: with the radiator mounted at the rear, cooling exits were opened in the resin bodywork behind the rear wheel arches, disguised with four chrome strips. The changes served only to heighten the elegance of the A110 Berlinette. The restrained, balanced silhouette maintained its extremely pure lines.

A car for the enthusiast
To drive a Berlinette is a life-changing experience. Above all, it was designed to win rallies, so it's not surprising that it boasts a certain pedigree; not a tricky personality, but real character. You don't climb aboard an Alpine, you slide into it. But once you're behind the wheel, the connection is immediate. Agility and traction are particular strong points thanks to the mid-rear position engine, which tends to produce oversteer that is easy to control using the steering and throttle. It's sometimes a little trickier to keep going in a straight line, but life's all about compromise... This isn't a car you simply take for a drive - it demands to be properly driven. Its weaknesses are also its strengths.

The Berlinette in motorsport
The light weight and handling qualities of the Berlinette meant it was perfectly suited for motorsport. As well as being fun to drive, the cars were favourites with the fans, who often saw them cornering hard at lurid angles. It's almost impossible to catalogue every motorsport triumph for the Berlinette, but these are the main stages of the adventure.

1961-1968: the early successes
José Rosinski took the first win for the A110 at the 1963 Rallye des Lions. The remainder of the season followed this trend, with exploits including a win for Jacques Cheinisse on the Rallye d'Automne.

In the years that followed, a number of 'privateer' drivers achieved success at national and international level ahead of much more powerful cars from well-established brands.

1967: assembling a great team
Alpine became Alpine-Renault. New drivers joined the line-up: Gérard Larrousse, Jean-Claude Andruet and Jean-Pierre Nicolas in the works team, but also, among others, Bernard Darniche in the privateer ranks.

1968: the first French Rally Championship title
After victories on the Neige et Glace and Rallye de Lorraine for Gérard Larousse, Jean-Claude Andruet claimed the French title thanks to a total score of four wins during the season.

1969: Hitting its stride
Jean Vinatier and Jean-Claude Andruet were the stars of the season, with the former going on to become the French Rally Champion at the end of the year.

1970: European and French titles
The Berlinette 1600S was homologated for Group 4, which finally allowed the car to fight on almost equal terms with more powerful competitors. Jean-Claude Andruet, who had calmed his approach after several notable incidents, was crowned French and European Champion.

1971: The Berlinette dominates the Rallye Monte-Carlo
Another good year. Ove Andersson won the Rallye Monte-Carlo. Thérier finished second and Andruet third. Andersson also took the win in Italy against the flotilla of Fiats and Lancias dispatched to beat him. He subsequently triumphed on the Austrian Alpine Rally and on the Acropolis, securing the international title for Alpine. Jean-Pierre Nicolas won the French Championship.

1972: Heading for glory
The 1,600cc engine was replaced by a more powerful 1,800cc unit. Jean-Claude Andruet dominated the Tour de Corse. Numerous wins followed, shared between the team's drivers. Darniche was crowned French Champion at the end of the year, while Jean-Luc Thérier claimed the Rallye des Cévennes driving a turbocharged 1,600cc version. This was the first stirrings of a technology destined for major success...

1973: The climax of an era
Just imagine the best French drivers of the era: Andruet, Darniche, Thérier, Nicolas and Piot ably supported by the experienced Andersson. What's more, a team of mechanics giving their heart and soul, plus a car at the peak of its development. The season began with victory for Andruet on the Rallye Monte-Carlo, followed home by four other Alpines. In Portugal, Thérier and Nicolas scored a one-two. On the Rallye du Maroc, Darniche was unbeatable. And the rest of the season followed the same trend. Alpine won the inaugural World Rally Championship title and Jean-Luc Thérier was crowned French Champion.

1974 - 1975: the end of the works era
Nicolas won the Rallye du Maroc and finished second on the Tour de Corse. This was the Berlinette's swansong, and the year produced the last major win for the A110 on the Critérium des Cévennes, driven by Jacques Henry.

Technical specifications
    CHASSIS
        Type: Tubular 25CD4S steel chassis with semi-load bearing engine and gearbox

    BODYWORK
        Carbon
        Aerodynamic features: Front splitter, diffuser, rear wing

    ENGINE
        Position: Longitudinal, mid-rear
        Type: Renault V4Y - 6 cylinders - 24 valves - 3,498 cc
        Bore x stroke: 95.5mm x 81.4mm
        Injection/ignition: Magneti-Marelli Marvell 6R
        Maximum power: 400 hp @ 7,200 rpm
        Maximum torque: 422 Nm @ 6,200 rpm
        Maximum revs: 7,500 rpm

    TRANSMISSION
        Type: Rear-wheel drive
        Gearbox: Six speeds + reverse - sequential
        Gear shift: Semi-automatic (pedal-operated clutch and paddle)
        Differential: Limited slip differential
        Clutch: Cerametallic twin-plate 184 mm-diameter clutch

    SUSPENSION & BRAKES
        Suspension: Double wishbones, adjustable two-way Sachs damper/spring assemblies, front anti-roll bar
        Front brakes: Ventilated steel discs (Ø 356mm x 32mm) with six-piston AP Racing callipers
        Rear brakes: Steel discs (Ø 330mm x 32mm) with four-piston AP Racing callipers

    WHEELS & TYRES
        Wheels: Aluminium alloy - Front: 8 x 21 / Rear: 9.5 x 21
        Tyres: Michelin 245-35 x 21 (front) and 265-35 x 21 (rear)

    DIMENSIONS, CAPACITIES
        Length: 4,330 mm
        Width: 1,961 mm
        Height: 1,230 mm
        Front/rear track: 1,680 mm / 1,690 mm
        Fuel tank: 30 litres
        Kerb weight: 880 kg

Renault 16, 1965

Renault 16, 1965

The Renault 16 was an executive car produced by French manufacturer Renault between 1965 and 1980 in Sandouville, Le Havre, France.

The R16 was voted European Car of the Year by a board of European motoring journalists in 1966. Over 1,845,959 R16s were produced during the model's lifetime.

In the autumn of 1965, Renault launched one of the world's first hatchbacks - a halfway move between a saloon and estate bodystyle which would eventually become the most popular car bodystyle in the world.

It sold well in most of Europe, winning praise for its spacious and comfortable interior. Equipment levels were also high for the price. Initially, Renault sold the R16 with just a 1.4 L gasoline engine in GL specification; then followed the 1.6 L TS which could top 100 mph. The top-line model was the TX, which was launched in 1973 and had a 5-speed manual transmission. Equipment included power windows and central door locking, features previously unknown on family cars in Europe.

Production of the Renault 16 lasted until 1980 when it was finally replaced by the less successful Renault 20. Even by this stage, when it was nearly 15 years old, the Renault 16 was still one of the most popular and highly rated family cars on sale in Europe. Current Renault styling chief Patrick le Quement has made no secret his admiration for the R16 - and incorporated a subtle tribute to its "bird-beak" grille in the corporate look he devised for many of the models (Laguna, Mégane, Scénic) that the company launched in the 1990s.

By the time the Renault 16 ceased production most other European manufacturers had at least one hatchback on sale, with the idea just starting to rub off on Asian and American makers. The most significant hatchbacks influenced by the Renault 16 between 1965 and 1979 include the following: Austin Maxi (1969), Fiat 127 (1971), Peugeot 104 (1972), Volkswagen Golf (1974), Chrysler Alpine (1975), Opel Kadett City (1975), Rover SD1 (1976), Ford Fiesta (1977), and the Chrysler Horizon (1977).

Timeline
    * August 1964 - First official pictures of the R16 are released to the media.
    * December 2, 1964 - The first R16 is completed at the factory in Sandouville, near Le Havre, a facility purpose-built for the R16.
    * January 5, 1965 - The Renault 16 is introduced to the world and the press in a presentation on the Côte-d'Azur.
    * April 1965 - The R16 is made available to the public, in two specifications: Grand Luxe and Super, both powered by a 1470cc engine
    * 1967 - Ventilation and heating are both improved, and the dashboard is redesigned. An automatically operated choke is also made available.
    * 1968 - The 16 TS is introduced. It features a new 1565cc engine, an all-new instrument panel that included a tachometer and water temperature gauge, and many other new features including two-speed windscreen wipers, rear defroster, passenger reading light, and optional power windows.
    * 1969 - The other R16 models get the wheels and brakes of the TS. Reverse lights are installed as standard on the TS, placed under the taillights (they are optional on other models).
    * 1969 - The R16 TA, with an automatic transmission, is introduced. The TA is effectively a R16 Super with some features from the TS.
    * 1970 - Front seatbelts are installed on all R16s.
    * 1971 - The R16 undergoes a mild revamp. Among the most obvious changes are new rectangular taillights. The Grand Luxe and Super are replaced by the L and TL specifications, and a version of the TS's 1565cc engine (with the cylinderhead from the 1470cc) is installed on both. The TA is discontinued and an automatic transmission is made available as an option across the whole R16 range.
    * 1973 - An upmarket 16 TX model is introduced at the Paris Motor Show, equipped with a 1647cc engine (an enlarged version of the TS engine) and a five-speed manual transmission. The TX was distinguishable from other R16s on the exterior by its four rectangular headlights with large turn signal lights underneath. Among the other features available on the TX were Gordini wheels, a rear spoiler, a rear windscreen wiper, a laminated windscreen, automatic seatbelts, power windows, central locking and optional air conditioning.
    * 1974 - The aluminium grille on L, TL and TS is replaced by a black plastic grille.
    * 1976 - The automatic transmission ceased to be available as an option on the L, TL and TS; however, a TL Automatic model was launched.
    * 1977 - The L and TS are discontinued.
    * 1978 - Reverse lights are installed as standard on all models.
    * 1979 - Rear three-point seatbelts are made standard on all models. The TL Automatic is discontinued.
    * January 1980 - R16 production ends.

Renault 8 Major, 1965

Renault 8 Major, 1965

The Renault 8 (Renault R8 until 1964) and Renault 10 were compact automobiles produced by the French manufacturer Renault in the 1960s and early 1970s. The 8 was launched in 1962, and the 10, a more upmarket version of the 8, was launched in 1965. Both ceased production and sales in France in 1971, although they were produced in Bulgaria until 1970 (see Bulgar Renault), and continued to be produced in Spain until 1976.

The 8 was released in july 1962 and was based on the outgoing Renault Dauphine. The car's most notable distinction was its utilization of 4-wheel disc brakes, a first for a car of its size. The 8 was powered by an all-new 956 cc engine developing 44 PS.

A more powerful model, the 8 Major, was released in 1964, featuring an 1108 cc engine developing 50 PS. A still more powerful version, the 8 Gordini, was also released that year, with a tuned engine of the same capacity but developing 90 PS and a five-speed manual transmission. The Gordini was originally available only in blue, with two white stripes. In 1965, the Renault 10 Major, a plusher version of the 8 with a different front and rear, was released, replacing the 8 Major. The 10 is significant as the first Renault model to be offered with a fully automatic transmission, which unlike all later automatic Renaults had a push button gear selector.

In 1967, the 8 Gordini received a facelift, adding two extra headlights, and its engine upgraded to a 1255 cc unit rated at 100 PS. Both the 8 and the 10 (already lost the word Major) were heavily revised for 1968, with some of the 10's features making it in to the 8, resulting into a reappeared 8 Major which replaced the basic model. The 10 itself was facelifted, with rectangular headlights added. The changes also saw the addition of the 8S, a sportier model with a 1108 cc engine rated at 60 PS. A larger unit, the 1289 cc engine from the new Renault 12, was added in 1970, giving birth to the R10 1300.

French production of the 8 and 10 ceased in 1971, with final sales as late as 1973. FASA-Renault, the company's Spanish arm, continued to produce models 8 and 8TS (quite analogue to the 8S) until 1976 for the Spanish and Mexican markets.

Renault 4 Parisienne, 1963

Renault 4 Parisienne, 1963

The Renault 4, also known as the 4L (pronounced "Quatrelle", which could be heard as "4 wings" in French), is a supermini produced by the French auotmaker Renault between 1961 and 1993. It was the first front-wheel drive Renault.

The History
The Renault 4 was Renault's response to the 1948 Citroën 2CV. Renault was able to review the plusses and minuses of the 2CV design and come up with a larger, more urban vehicle. In the spring of 1956, Renault Chairman Pierre Dreyfus launched this new project: designing a new model to replace the rear engined 4CV that would become an everyman's car, capable of satisfying the needs of anybody. It would be a family car, a woman's car, a farmer's car, a city car. It would also be suitable for motorists around the world.

The production Renault 4 was finally revealed at the Paris Salon de l'Automobile in 1961, in the L version (L for Luxe), hence the popular name 4L.

Early versions used engines and transmissions from the Renault 4CV. The initial transmission was a 3-speed manual, an obsolete feature when compared to the four-speed manual of the thirteen-year old Citroën 2CV. Unlike the 4CV, which was a full monocoque, the R4 body was bolted on to a chassis. However, the body had a structural role and the chassis could twist if the body was removed without proper shoring. This semi-monocoque construction would later allow Renault to build other models on the R4 platform like the Renault 6 and the successful Renault 5. The R4 had four-wheel independent suspension. A surprising, yet often unnoticed, feature on the R4 is its shorter wheelbase on the left than on the right. This allowed a very simple design of the rear suspension using transverse torsion bars, and didn't affect the handling of the car. The front torsion bars were longitudinal. During its production run it was regarded as an estate car but in retrospect some now say the Renault 4 pioneered the hatchback body style, and is therefore significant in the history of car design. It was not the first, however, to introduce a top-hinged single-unit tailgate, which is one of the distinguishing features of the hatchback body style: the 1954 Citroën Traction Avant also included this innovation, while the earlier Aston Martin DB2/4 Mk1 of 1953 also had a small top-hinged tailgate.

While never achieving the same curiosity appeal as the Citroën 2CV, the R4 was the most successful French car of all time, with 8 million units being produced between 1961 and 1993. RHD market sales of the 4 Sedan ended in 1985, but LHD production and European sales continued until 1993, when the R4 was finally shelved.

In Colombia, the car was one of the most sold, and remained in the memory of many colombians, the car was nicknamed "Amigo fiel" (Faithful friend). The car was manufactured in the SOFASA plant in Envigado (a city near Medellín) from 1970 to 1992.

Design
Though the Renault 4 had a long production run, development of the design was limited - it never changed size or shape. The engines were significantly larger than the small 425 cc engine in the 2CV. The R4 always had a four-cylinder watercooled engine. The original engine's capacity of 782 cc was increased to 845 cc from 1963 onwards. In 1978, a new 1108 cc engine was introduced, a smaller version (956 cc) of which replaced the 845 cc engine in 1986. Chrome trim was eventually phased out on all models and aluminium grilles were replaced with plastic items. There were three different dashboards, all of which were simple in design. Changes to the body panels amounted to nothing more than a slightly altered hood and hinge alterations.

Despite the runaway success of the Renault 4, or perhaps as a result of it, Renault directed a lot of effort into developing its small cars. They designed the Renault 6 and the Renault 5 while the Renault 4 was still selling extremely well. Some criticised this at the time, but the Renault 5 competed in a different sector (3-door supermini). The Renault 4 is thus a bridge between the small utility vehicle (2CV) and the supermini design (R5, Peugeot 205).

The Renault 4 remained an extremely basic car throughout its life, and development never extended to making the design any less simple or spartan. However, in spite of its basic design, the Renault 4 had an extremely comfortable ride, due to well-designed suspension (which lent the Renault 4 a softer, more fluid ride than many modern cars) and a habitable interior due to comfortable seats, powerful heater and effective ventilation. However, the windows lacked winding mechanisms and instead used sliding mechanisms. To some this gave the Renault 4 character, but to many others it was just annoying and a tell-tale sign of the age of the design.

Another detail which made the Renault 4 different from other cars was the gear lever, which was on the dashboard. This was an effective means of creating a flat floor, using a simple design borrowed from the 2CV. It passed over the longitudinal engine and clutch to the gearbox at the front. Though unconventional and criticised by conservative motoring journalists, the dash-mounted gear lever was easy to use and left more interior space free.

Variants
There were many different 'special edition' Renault 4s. Some (including the Safari, Sixties and Jogging) were sold in special colour schemes, upholstery and other details, while others (Clan, Savane) were really nothing more than standard models with decals.

There were also special models which were not solely a marketing exercise, such as the Renault 4 Sinpar 4x4, the Plein Air, a pickup truck, LPG versions and electric versions.

In 1978, the R4 GTL arrived. It had the 1108cc engine from the Renault 6 TL, albeit with the performance reduced for better economy, and bigger drum brakes. The GTL was identifiable by its grey front grille, grey bumpers, and grey rubber strips along the bottoms of the doors. It also had an extra air intake below the front grille (as a result, the registration plate was moved down to the bumper), and 12 inch wiper blades instead of the original 10 inch ones. Inside, there was a modified dashboard and cloth seats.

There was also a panel van version of the R4, which with its "high cube" bodyshell became the idiosyncratic French "Boulangerie" van. For many years, this was surely the most successful vehicle of its type and for many people it represents their idea of a Renault 4 more than the passenger version. It remained on sale in Europe until 1993 and was replaced by the Renault Express, based on the R5.

End of the R4

Though reasons such as emissions and safety legislation are often given for the Renault 4's demise, its popularity would not have lasted anyway. Outmoded production methods, more advanced competition and the reasons outlined above meant that the Renault 4's days were numbered, at least as a mainstream product. In any case, projects to replace the Renault 4 had been in development since the early seventies. However, the continuing success of the Renault 4, the need to replace the Renault 5, the difficulties coming up with a suitable replacement (and the idea that the Renault 4's market would die with it) all meant that the Renault 4's replacement did not appear until 22 years later. When the Renault 4 finally went out of production in the early nineties, a retrospective series of ten black and white photographs by Thierry des Ouches was published in Libération in early December 1992. This series later won first prize from Le Club des Directeur Artistiques in the category of daily newspaper. It was also award the lion d'or at the Cannes International Advertising Festival.

In 2003, a Japanese car modification company called DAMD came up with a design called the Ancel Lapin, which could transform a Suzuki Lapin into a Renault 4 lookalike.

Renault 8, 1962

Renault 8, 1962

The Renault 8 (Renault R8 until 1964) and Renault 10 were compact automobiles produced by the French manufacturer Renault in the 1960s and early 1970s. The 8 was launched in 1962, and the 10, a more upmarket version of the 8, was launched in 1965. Both ceased production and sales in France in 1971, although they were produced in Bulgaria until 1970 (see Bulgar Renault), and continued to be produced in Spain until 1976.

The 8 was released in july 1962 and was based on the outgoing Renault Dauphine. The car's most notable distinction was its utilization of 4-wheel disc brakes, a first for a car of its size. The 8 was powered by an all-new 956 cc engine developing 44 PS.

A more powerful model, the 8 Major, was released in 1964, featuring an 1108 cc engine developing 50 PS. A still more powerful version, the 8 Gordini, was also released that year, with a tuned engine of the same capacity but developing 90 PS and a five-speed manual transmission. The Gordini was originally available only in blue, with two white stripes. In 1965, the Renault 10 Major, a plusher version of the 8 with a different front and rear, was released, replacing the 8 Major. The 10 is significant as the first Renault model to be offered with a fully automatic transmission, which unlike all later automatic Renaults had a push button gear selector.

In 1967, the 8 Gordini received a facelift, adding two extra headlights, and its engine upgraded to a 1255 cc unit rated at 100 PS. Both the 8 and the 10 (already lost the word Major) were heavily revised for 1968, with some of the 10's features making it in to the 8, resulting into a reappeared 8 Major which replaced the basic model. The 10 itself was facelifted, with rectangular headlights added. The changes also saw the addition of the 8S, a sportier model with a 1108 cc engine rated at 60 PS. A larger unit, the 1289 cc engine from the new Renault 12, was added in 1970, giving birth to the R10 1300.

French production of the 8 and 10 ceased in 1971, with final sales as late as 1973. FASA-Renault, the company's Spanish arm, continued to produce models 8 and 8TS (quite analogue to the 8S) until 1976 for the Spanish and Mexican markets.

Renault Dauphine, 1961

Renault Dauphine, 1961

The Renault Dauphine was an automobile produced by the French manufacturer Renault from 1956 to 1962. A luxury version, badged as the Renault Ondine was sold from 1960 to 1962.

The Dauphine was launched in 1956 to replace the highly successful Renault 4CV. Like the 4CV, the Dauphine used a single-shell monocoque body. It was a four-door sedan design as was the 4CV (but it lacked the rear-hinged "suicide doors" of the 4CV). It was also heavier and 12 inches longer than its predecessor, but used the same engine, albeit a version increased in size and power from 760 cc to 845 cc and 19 hp to 32 hp (14 to 24 kW) (the Dauphine was infamously slow: Road & Track magazine measured the Dauphine's 0-60 mph acceleration time as 32 seconds). The Dauphine was originally intended to be called the Corvette, but was changed to Dauphine (the female form of the French feudal title of Dauphin) to avoid confusion with the recently-launched Chevrolet Corvette.

2 limited editions of the Dauphine tuned to get more power from the engine were launched during its lifetime: firstly, Renault performance guru Amedee Gordini (who was to later produce high performance versions of the Renault 8, Renault 12 and Renault 15 among others) engineered a version of the Dauphine tuned to 37 hp (27.2 kW), which was sold as the Dauphine Gordini. Also, the final run of Dauphines, a limited edition of 1000 called the 1093, were similarly tuned to 55 hp (41 kW) and featured a twin barrel carburetor, rear track rods, five-speed manual transmission and tachometer, and had a top speed of 140 km/h. The 1093 was only available in white with two blue stripes down each side. A luxury version of the Dauphine called the Ondine was sold during the last two years of its prodution run.

A version of the Dauphine Gordini, called simply the Renault Gordini, was manufactured in Brazil under license by Willys-Overland.
Among the many aftermarket options available for the Dauphine were a supercharger designed by American company Judson Research & Mfg. Co, sold in 1958 for US$165, and designed to be installed in about two hours without any chassis or body modifications.

The Dauphine's legacy is somewhat dominated by both its infamously poor performance as well as its poor reliability: in many markets (particularly the United States and the United Kingdom) the car became notorious for mechanical problems and rust issues. In 2002, the auto enthusiasts' website Car Talk voted the Dauphine the 9th Worst Car Of The Millennium, calling it "truly unencumbered by the engineering process". Nevertheless, it remains popular as an antique/classic car, particularly in Europe.

Renault Floride, 1960

Renault Floride, 1960

The Renault Caravelle was a roadster automobile produced by the French manufacturer Renault between 1958 and 1968. Outside of North America for its first four years of production it was known as the Renault Floride.

The Floride was unveiled at the 1958 Paris Motor Show. A small rear-engined convertible designed by Pietro Frua at Carrozzeria Ghia, it used the floorpan and engine of the Renault Dauphine sedan. The now infamously slow Dauphine running gear was something of a burden for the car however and it was dubbed "a sheep in wolf's clothing" by the media in its early years. A model tuned by Renault performance guru Amedee Gordini was sold, which produced 40 hp as opposed to the standard model's 35. The Floride was launched in the United States and Canada as the Renault Caravelle a year after its introduction in Europe.

The car's lack of power was aided somewhat by the replacement in 1962 of its Dauphine-derived running gear with a new 956cc engine from the recently launched Renault 8. The Caravelle name also replaced the Floride name in all markets from 1962 onwards. In 1964 another R8-derived engine of 1108cc was introduced to the Caravelle, producing 55 hp.

Renault Fregate, 1959

Renault Fregate, 1959

The Renault Frégate was a large car produced by the French automaker Renault between 1951 and 1960.

The Frégate was conceived in the years immediately following World War II. Renault, which then had recently been brought under control of the French state, needed a new modern, upmarket model to both improve its image and to cater to the needs of consumers in the quickly recovering economy. Several prototypes were produced before the Frégate design was put into production: initially, the car had a rear-engined layout as in the recently launched Renault 4CV but eventually the manufacturer decided to go with an engine mounted ahead of the driver. The Frégate was unveiled at the 1950 Paris Motor Show but the first model was not delivered until November 1951.

The Frégate was initially available in two trim levels, Affaires and Amiral. Renault addressed the complaints about the lack of power from the 2 litre engine by introducing the new 2141 cc Etendard engine in 1956, which produced 77 hp. A popular estate model badged Domaine was also launched in 1956, along with the new, luxurious Grand Pavois specification. Sales of the Frégate gradually declined throughout the 1950s however and production ceased in 1960. In total, 163,383 Frégates were made in Flins, France.

Renault Floride, 1959

Renault Floride, 1959

The Renault Caravelle was a roadster automobile produced by the French manufacturer Renault between 1958 and 1968. Outside of North America for its first four years of production it was known as the Renault Floride.

The Floride was unveiled at the 1958 Paris Motor Show. A small rear-engined convertible designed by Pietro Frua at Carrozzeria Ghia, it used the floorpan and engine of the Renault Dauphine sedan. The now infamously slow Dauphine running gear was something of a burden for the car however and it was dubbed "a sheep in wolf's clothing" by the media in its early years. A model tuned by Renault performance guru Amedee Gordini was sold, which produced 40 hp as opposed to the standard model's 35. The Floride was launched in the United States and Canada as the Renault Caravelle a year after its introduction in Europe.

The car's lack of power was aided somewhat by the replacement in 1962 of its Dauphine-derived running gear with a new 956cc engine from the recently launched Renault 8. The Caravelle name also replaced the Floride name in all markets from 1962 onwards. In 1964 another R8-derived engine of 1108cc was introduced to the Caravelle, producing 55 hp.

Renault Dauphine, 1957

Renault Dauphine, 1957

The Renault Dauphine was an automobile produced by the French manufacturer Renault from 1956 to 1962. A luxury version, badged as the Renault Ondine was sold from 1960 to 1962.

The Dauphine was launched in 1956 to replace the highly successful Renault 4CV. Like the 4CV, the Dauphine used a single-shell monocoque body. It was a four-door sedan design as was the 4CV (but it lacked the rear-hinged "suicide doors" of the 4CV). It was also heavier and 12 inches longer than its predecessor, but used the same engine, albeit a version increased in size and power from 760 cc to 845 cc and 19 hp to 32 hp (14 to 24 kW) (the Dauphine was infamously slow: Road & Track magazine measured the Dauphine's 0-60 mph acceleration time as 32 seconds). The Dauphine was originally intended to be called the Corvette, but was changed to Dauphine (the female form of the French feudal title of Dauphin) to avoid confusion with the recently-launched Chevrolet Corvette.

Two limited editions of the Dauphine tuned to get more power from the engine were launched during its lifetime: firstly, Renault performance guru Amedee Gordini (who was to later produce high performance versions of the Renault 8, Renault 12 and Renault 15 among others) engineered a version of the Dauphine tuned to 37 hp (27.2 kW), which was sold as the Dauphine Gordini. Also, the final run of Dauphines, a limited edition of 1000 called the 1093, were similarly tuned to 55 hp (41 kW) and featured a twin barrel carburetor, rear track rods, five-speed manual transmission and tachometer, and had a top speed of 140 km/h. The 1093 was only available in white with two blue stripes down each side. A luxury version of the Dauphine called the Ondine was sold during the last two years of its prodution run.

A version of the Dauphine Gordini, called simply the Renault Gordini, was manufactured in Brazil under license by Willys-Overland.

Among the many aftermarket options available for the Dauphine were a supercharger designed by American company Judson Research & Mfg. Co, sold in 1958 for US$165, and designed to be installed in about two hours without any chassis or body modifications.

The Dauphine's legacy is somewhat dominated by both its infamously poor performance as well as its poor reliability: in many markets (particularly the United States and the United Kingdom) the car became notorious for mechanical problems and rust issues. In 2002, the auto enthusiasts' website Car Talk voted the Dauphine the 9th Worst Car Of The Millennium, calling it "truly unencumbered by the engineering process". Nevertheless, it remains popular as an antique/classic car, particularly in Europe.

Renault 4 CV Sport, 1954

Renault 4 CV Sport, 1954

The Renault 4CV was an automobile produced by the French manufacturer Renault from 1946 to 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million.

The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.

On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.

1,105,547 cars were produced; the 4CV became the first French car to sell over a million.

The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.

 

Renault Fregate, 1951

Renault Fregate, 1951

The Renault Frégate was a large car produced by the French automaker Renault between 1951 and 1960.

The Frégate was conceived in the years immediately following World War II. Renault, which then had recently been brought under control of the French state, needed a new modern, upmarket model to both improve its image and to cater to the needs of consumers in the quickly recovering economy. Several prototypes were produced before the Frégate design was put into production: initially, the car had a rear-engined layout as in the recently launched Renault 4CV but eventually the manufacturer decided to go with an engine mounted ahead of the driver. The Frégate was unveiled at the 1950 Paris Motor Show but the first model was not delivered until November 1951.

The Frégate was initially available in two trim levels, Affaires and Amiral. Renault addressed the complaints about the lack of power from the 2 litre engine by introducing the new 2141 cc Etendard engine in 1956, which produced 77 hp. A popular estate model badged Domaine was also launched in 1956, along with the new, luxurious Grand Pavois specification. Sales of the Frégate gradually declined throughout the 1950s however and production ceased in 1960. In total, 163,383 Frégates were made in Flins, France.

Renault 4 CV Luxe, 1950

Renault 4 CV Luxe, 1950

The Renault 4CV was an automobile produced by the French manufacturer Renault from 1946 to 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million.

The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.

On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.

1,105,547 cars were produced; the 4CV became the first French car to sell over a million.

The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.

Renault 4 CV, 1948

Renault 4 CV, 1948

The Renault 4CV was an automobile produced by the French manufacturer Renault from 1946 to 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million.

The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.

On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.

1,105,547 cars were produced; the 4CV became the first French car to sell over a million.

The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.