Renault 18
The Renault 18 is a large family car produced by French manufacturer Renault between 1978 and 1989, with South American production continuing until 1994. It formed the basis for the closely related Renault Fuego Coupé, with which it shared its floorpan and drivetrain, but with the Fuego initially using the negative offset type front suspension from the larger Renault 20/30, which became standardized across the 18 range from the 1983 model year onwards.
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.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 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. However, after closer review and at the direction of Rajiv Gandhi it was determined that the economics did not make sense and that a smaller, cheaper car would be the better option. 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. 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. The resulting body shape resulted in a very low 0.239 drag coefficient. 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 saloon, in TL, GTL, TS and GTS trim variations. The TL and GTL were powered by the 1397 cc Renault Cléon petrol engine, which produced. Both models had a four-speed gearbox. The TS and GTS were powered by the 1647 cc A-Type engine but without the fuel injection, which lowered the output to. The TS had a four-speed manual gearbox, while the GTS had a 5-speed manual gearbox, with optional 3-speed electronic automatic transmission available for both models. The automatic versions of the TS and GTS models were called the TS Automatic and GTS Automatic to distinguish them from their manual transmission counterparts. Beginning in 1978, the Renault 18 was also assembled in Romania under the name Dacia 18. Fewer than 100 cars were built by Dacia, mainly for the government. It had been intended as a replacement for the Dacia 1300, a model derived from and based on the Renault 12, but the license and production between Dacia and Renault ended in 1979 and the model was dropped.
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-stud wheels, rather than the four- or five-stud wheels common on most of its contemporaries. In 1980 Turbo and Diesel R18 models came fitted with four-stud wheels, 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 Ford Cortina, Morris Marina, Vauxhall Cavalier and Chrysler Alpine – with all of these cars except the Alpine featuring rear-wheel drive. It was initially hugely successful on the UK market, peaking in 1980 as the tenth best-selling car there with over 30,000 sales, but sales declined over the next few years in the face of new British-built competitors in the shape of the Ford Sierra, Vauxhall Cavalier, and Austin Montego.The first changes were announced for 1979 at the Paris Motor Show in October 1978. Rear-seat belts were now fitted as standard, and a manual choke replaced the automatic one with which the car had been launched. The station wagon as well as a new basic model, called simply the "Renault 18", were introduced. Also new for 1979, the 18 Automatic became a separate model rather than simply a transmission option. A year later, all production models were outfitted with a new alternator that included a built-in electronic regulator. In July 1980, the 18 Diesel model was added. This model was mechanically similar to the Renault 20 Diesel, and was equipped with a engine, negative offset front suspension, and larger four-stud wheels. The diesel-engined 18s came in two trim levels: TD and GTD. The basic TD had a four-speed gearbox and the equipment level of the TS, while the GTD had a five-speed gearbox and an equivalent equipment level as the GTS. Power-assisted steering was optional on the GTD, while a five-speed gearbox was optional on the TD. Diesel model sales never reached thirty percent of the overall annual production.
The 18 Turbo model was introduced in September 1980, borrowing from other Renault models. The 18 Turbo featured a engine rated at and of torque with a claimed top speed of , with reviewers in period achieving 0-60 mph times between 10.1 and 10.8 seconds. 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 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 and Ford Sierra.
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. Model-specific changes included the available option of a five-speed gearbox on the TL; the GTL received an "economy-tune" version of the 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. A two-litre model entered production, for export only until late 1983.
A special edition, the R18 "American" arrived in 1983. Limited to 5,200 examples, it had a special black over silver two-tone paint and numerous luxury equipment such as alloy road wheels and a plusher interior. 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.
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. The biggest difference was that the dashboard was replaced by that of the Fuego. 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. 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 estate versions of the Renault 18 on 1 March 1979. The R18 Estate was only available in TL, LS, and TS model variations, except in Australia where all Australian-assembled Renault 18s, sedans and station wagons, were GTS. 18i The station wagons provided comfortable seating for five, as well as featuring a folding rear bench seat that offered up to of cargo area with a flat floor and this carrying capacity was assisted by variable rate rear coil springs with long travel shock absorbers.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 shock-absorbent bumpers, door mouldings, and front seat head restraints from the 18 GTL saloon. The estate proved almost as popular as the saloon.
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".
In January 1983, the 18 Break also became available in a 4x4 version, which could be had with the 1.6 petrol engine and the 2.1 diesel. It was mainly sold in European countries with mountainous and/or winter driving conditions that would benefit from four-wheel drive.