Renault Clio V6 Renault Sport

The Renault Clio V6 Renault Sport is a hot hatch designed and built by French automaker Renault (Phase 1 was built by TWR in Sweden and Phase 2 by RenaultSport in Dieppe).

Renault Clio V6 Renault Sport

It was launched in 2001 as another version of the Renault Clio. The long-term reviews in Evo magazine were enthusiastic for both the Phase 1 and Phase 2 versions, and Top Gear’s Jeremy Clarkson commented “In my perfect ten car garage I would definitely have one of these – no question”.

Renault Clio V6 Renault Sport

The Clio V6 Phase 1 was based on the Clio Mk II, though it shares very little by way of parts with that car. The 3.0 V6 engine, sourced from the Renault Laguna was upgraded to around 230 PS (169 kW; 227 bhp) and placed in the middle of the vehicle where the more ordinary Clios have rear seats – making this car a two-seater hot hatch. The Clio V6 was facelifted in 2003 to resemble the Clio Mk II Phase 2, and was extensively reworked following criticisms of the original Clio V6’s handling (especially in the wet). The new vehicle had an upgraded 255 PS (188 kW; 252 bhp) V6, but also much more understeer than the Phase 1, a reworking of the suspension due to Tom Walkinshaw’s TWR concern.

Renault Clio V6 Renault Sport

In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive two-seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest “regular” Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not remarkably faster in a straight line accelerating to legal road speeds than the 172 Cup – accelerating to 60 mph (97 km/h) in 6.2 seconds compared to the Cup’s 6.7 seconds – though its maximum speed was significantly higher (146 mph compared to 138 mph). The Clio V6 Phase 2 gained even more weight but offset it with even more power resulting in a reduced 0-60 mph run at 5.9 seconds and a 153 mph (246 km/h) top speed. Production of the specialized bodies was subcontracted to Valmet in Finland.

Renault Clio V6 Renault Sport

Renault Clio V6 Renault Sport

The Clio V6 was between 2003-2006 the most powerful serial produced hatchback in the world with 255 bhp (190 kW), exceeding the Ford Focus RS (212 PS (156 kW; 209 bhp)), the Alfa Romeo 147 GTA (250 PS (184 kW; 247 bhp)) and the SEAT León Cupra R (225 PS (165 kW; 222 bhp)), and only surpassed by the BMW 130i with 265 PS (195 kW; 261 bhp), Mazda 3 MPS with 260 PS (191 kW; 256 bhp) and Audi S3 with 269 PS (198 kW; 265 bhp).

Renault Clio V6 Renault Sport

Renault Clio V6 Renault Sport

Though based on a utilitarian hatchback, the Clio V6 is not a practical family car. Owners struggle to achieve over 25 miles to the gallon,[clarification needed] which leads to an empty fuel tank in just over 300 miles (480 km). The loss of the back seats and most of the boot space, due to the engine placement, results in a severe restriction in luggage space – there is only a small space in the front where the engine used to be, suitable for a holdall or week-end groceries, a small netted area behind the seats plus a small stash area under the tailgate. The enhanced steering makes tight manoeuvring a little challenging but multi-story carparks are still negotiable. The turning circle is 13 m (43 ft) – around three car lengths – turning what might normally be a three-point turn into a five-point turn. Standard equipment includes rain sensing windscreen wipers, automatic headlights, air conditioning, and six speakers and CD changer.

Renault Clio V6 Renault Sport

Renault Scenic.

The Renault Scénic is a compact MPV produced by French automaker Renault, the first to be labelled as such in Europe. It is based on the chassis of the Mégane small family car. It became European Car of the Year on its launch in late 1996.

Renault Egeus Concept SUV
In 9 of September 2005 at the Frankfurt Motor Show, Renault was presenting the new Egeus concept car which is a 4WD Sport Utility Vehicle.
The car show power and agility because has 250hp 3.0-litre V6 diesel engine combined with a fully automatic 4WD 4WD transmission that regulates traction on the four wheels from 0 to 100% according to grip. This, combined with a seven-speed flick-shift automatic transmission, ensures a high level of driving comfort while substantially reducing fuel consumption and CO2 emissions.

The Egeus has a streamlined shape much like a modern coupe. The front end is deliberately unornamented. By incorporating the air inlets under the headlamps, Renault designers have no need for a grille which they say is “too brash for such a pure design”.

The cabin is warm and welcoming thanks to the glazed roof and a central strip with two transparent sections. Inside, four independent seats are surrounded by a subtle blend of colors and each feature pixelated image of a setting sun.
As an example of Renualts forward thinking, the side door handles are flush-fitting and each has an optical sensor to detects an approaching. Once close, the handle is pushed out a few centimeters, making it easy to grasp.

At the top of the dashboard, a centrally positioned interactive screen relays information to passengers, in particular a detailed trajectory map.
The intuitive controls are true to the principles of Touch Design. The central rotary speed selector benefits from simple ergonomic styling. The ideally-located multimedia control lever makes for easy handling while the steering wheel-mounted controls mirror the natural curve of the hand.
End of Renault Egeus Concept SUV review.

With Renault’s lineup primarily comprised of passenger cars, space vans, and commercial-type vehicles such as the Kangoo, there is plenty of space to slot in a crossover or small SUV, and this handsome Egeus concept marks Renault’s most recent exploration of that theme. The design is a careful and subtle evolution of current Renault design; for example, although the rear profile is steeply raked–like that of a coupe–Renault’s characteristic upright rear glass is respected with a vertical line extending upwards from the forward edge of the taillight, and the shoulders formed on either side of the rear window draw their inspiration from the rear quarter-panels of the Clio and Mgane hatchbacks. The heads-on and rear views are visually interesting, but the front vaguely resembles recent production Volkswagens and the rear end looks positively Volvo-esque. Even the profile seems swiped from the Infiniti FX35/45, a corporate sibling.

The rear hatch features a split-level opening, with the top swinging skyward and the bottom–in an idea lifted from the Toyota FT-SX concept from this year’s Detroit auto show–is a motorized tray that slides out to make loading cargo easier. Unlike the Toyota, however, the tray is also motorized for height-adjustment, so as to separate cargo above and below should the need arise. Other clever touches include flush-fitting door handles that extend when a hand nears and seats that pivot and lower upon opening a door. Further details, though, such as the huge 22-inch wheels (de rigueur for any concept car) and the suicide rear doors, continue to fill us with the feeling that we’ve seen it all before.

The Egeus gets its motivation from a 250-hp, 3.0-liter V-6 diesel engine mated to a seven-speed automatic transmission. A fully automatic four-wheel-drive system allows the Egeus to traverse multiple terrains–were it not an obscenely expensive, hands-off, don’t-even-breath-on-it show car. That system could see some rough-and-tumble action soon, however: the Egeus is rumored to become reality sometime in 2007. But don’t hold your breath for the Egeus–or any Renault–in the U.S. anytime soon.

Renault has fitted the Egeus with massive 22-inch wheels, this, combined with high ground clearance give the concept car a solid planted stance.

The Egeus concept’s ‘Cythère Blue’ body colour, ‘manta ray’ dashboard and the blue-tinted hues of the cabin are intended to suggest an underwater world, while the full length centre console, clad in blue-tinted leather, incorporates three generous stowage compartments in addition to the two front-door bins.

The Egeus’ silver exterior side door handles are flush-fitting so as not to detract from the streamlined sides. An optical sensor detects an approaching hand and pushes the handle out a few centimetres, facilitating use.

Inside, the Egeus features four fully independent seats capable of swiveling outward and lowering to ease entry. A GPS navigation system calculates the vehicles recommended speed, this information is displayed in the speedometer dial, with its analogue and digital displays. LED diodes around the dial flash to alert drivers if they go over this speed. In off-road mode, an indicator on the instrument panel is automatically activated to show the Egeus’ attitude to the horizontal and alert the driver if there is any risk of roll-over.

The New Renault Koleos 4×4 crossover, was used to provide a VIP service for 1000 guests at the British Grand Prix. The Koleos was used as the official transport from the Turweston Flight Centre to the Silverstone Circuit.  By travelling cross-country, guests were able to get to the circuit without travelling on any road and avoiding any traffic hold-up.

Over the three days of the British Grand Prix, 50 Renault Koleos were used by the Turweston Flight Centre.  Their Director, David Owen, said,  “Renault’s new 4×4 crossover Koleos certainly attracted a lot of interest with a 40% increase in VIP customers taking advantage of our shuttle service.

Our guests benefited from the luxurious surroundings and MPV levels of comfort provided by Koleos, whilst its genuine off-road ability allowed it to travel the route to Silverstone Circuit in wet and difficult conditions without problem. We were absolutely delighted with the fleet of Koleos and wouldn’t hesitate to shuttle our guests in Renault’s Koleos should a future opportunity arise.”

Koleos went on sale in the UK on 4th July 2008 priced from £17,995 rising to £24,695, available in two diesel engines and in two or four-wheel drive form.

The new Renault Laguna Coupe will be competing against the CLS and the all new VW Passat CC, but with just two doors. Renault seems to be focussing on rear passenger space and boot capacity.

We expect the usual Renault engines to drive the new coupe, but rumours suggest that the 3.0 liter V6 dCI engine (230 to 250 hp) from the concep might just be added to the range. We expect the Renault Laguna Coupe in showrooms sometime in 2009.

Renault will unveil its Laguna Coupe Concept at next week’s Frankfurt Motor Show. Based on the Laguna sedan–set to be launched next month–the coupe will be the first of several variants of the car. The Laguna Coupe Concept uses many of the same design cues as Renault’s Fluence concept but the Coupe Concept appears to be much closer to a production version of the car.

Although the interior will likely be revised for production, the exterior is expected to remain virtually unchanged for the road-going version. The concept features frameless windows, black powder-coated wheels, a rear diffuser and a six-speed automatic transmission.

Renault has yet to reveal any details about the coupe’s available power plants, although engine choices are expected to mirror that offered in the sedan. The Laguna sedan is available with gasoline and diesel four-cylinders, ranging from a 112 horsepower 1.6 liter to a 2.0 liter with 204 horsepower.

The launch of the third-generation Laguna creeps ever closer and with less than a week before the Frankfurt Show reveals the cars supposed to have been kept under wraps until their official unveiling, we bring you yet another glorious leak. The Laguna saloon and estate models make their world premiere at Frankfurt next week but these photos of its fellow Renault stand star have surfaced ahead of its debut, revealing Renault’s Laguna Coupe Concept. Essentially a near-production version of the Laguna Coupe, the new car is speculated to enter the market in the second half of 2008.

Renault have made it no secret that the new-generation Laguna is firmly footing itself in a new league of design and build quality, and the Coupe is sure to reaffirm this new direction. Inspired perhaps by the 2004 Fluence Concept, the Coupe Concept further enhances the lines of the Laguna, making them more elongated and mated to the car’s external features. New lights front and rear may stay for production to distance slightly from saloon and estate models, signalling a shift upmarket. The concept car’s interior is an aesthetically-pleasing two-tonal delight, however the transplant of the new Laguna’s interior into the Coupe is what will see production.

Based, naturally, on the new Laguna platform, the Laguna Coupe Concept is likely to be powered by an economical, green engine – perhaps even a hybrid system – in line with a number of unveilings featuring greener drive trains. In production form, expect a more limited range of engines than the saloon and estate ranges, with the inclusion of 2.0-litre diesel and petrol 4-cylinder powerplants being likely. A range-topping 3.5-liter V6 model can also be expected, with all models offering the choice of a six-speed manual or automatic gearbox.

History

Foundation and early years (1898–1918)

Producing cars since late 1898, the Renault corporation was founded in 1899 as Société Renault Frères by Louis Renault, his brothers Marcel and Fernand, and his friends Thomas Evert and Julian Wyer. Louis was a bright, aspiring young engineer who had already designed and built several models before teaming up with his brothers, who had honed their business skills working for their father’s textiles firm. While Louis handled design and production, Marcel and Fernand handled company management.

The first Renault car, the Renault Voiturette 1CV was sold to a friend of Louis’ father after giving him a test ride on December 24, 1898. The client was so impressed with the way the tiny car ran and how it climbed the streets that he bought it.

The brothers immediately recognised the publicity that could be obtained for their vehicles by participation in motor racing and Renault made itself known through achieving instant success in the first city-to-city races held in Switzerland, resulting in rapid expansion for the company. Both Louis and Marcel Renault raced company vehicles, but Marcel was killed in an accident during the 1903 Paris-Madrid race. Although Louis Renault never raced again, his company remained very involved, including Ferenc Szisz winning the first ever Grand Prix motor racing event in a Renault AK 90CV in 1906. Louis was to take full control of the company as the only remaining brother in 1906 when Fernand retired for health reasons.

The Renault reputation for innovation was fostered from very early on. In 1899, Renault launched the first production sedan car. At the time, cars were very much luxury items, and the price of the smallest Renaults available being 3000 francs reflected this; an amount it would take ten years for the average worker at the time to earn. As well as cars, Renault manufactured taxis, buses and commercial cargo vehicles in the pre-war years, and during World War I (1914–18) branched out into ammunition, military airplanes and vehicles such as the revolutionary Renault FT-17 tank. Company’s military designs were so successful that Renault himself was honoured by the Allies for his company’s contributions to their victory. By the end of the war, Renault was the number one private manufacturer in France.

Between the world wars (1919–38)

Louis Renault enlarged the scope of his company after 1918, producing agricultural and industrial machinery. However, Renault struggled to compete with the increasingly popular small, affordable “people’s cars”, while problems with the stock market and the workforce also adversely affected the company’s growth. Renault also had to find a way to distribute its vehicles more efficiently. In 1920, he signed one of its first distribution contracts with Gustave Gueudet, an entrepreneur from northern France.

The pre-First World War cars had a distinctive front shape caused by positioning the radiator behind the engine to give a so called “coalscuttle” bonnet. This continued through the 1920s and it was not until 1930 that all models had the radiator at the front. The bonnet badge changed from circular to the familiar and continuing diamond shape in 1925. Renault models were introduced at the Paris Motor Show which was held in September or October of the year. This has led to a slight confusion as to vehicle identification. For example a “1927″ model was mostly produced in 1928.

Renault produced a range of cars from small to very large. For example in 1928 which was the year when Renault produced 45,809 cars the range of 7 models started with a 6cv, a 10cv, the Monasix, 15cv, the Vivasix, the 18/24cv and the 40cv. There was a range of factory bodies, of up to 8 styles, and the larger chassis were available to coachbuilders. The number of a model produced varied with size. The smaller were the most popular with the least produced being the 18/24cv. The most expensive factory body style in each range was the closed cars. Roadsters and tourers (torpedoes) were the cheapest.

The London operation was very important to Renault in 1928. The UK market was quite large and from there “colonial” modified vehicles were dispatched. Lifted suspensions, enhanced cooling and special bodies were common on vehicles sold to the colonies. Exports to the USA by 1928 had almost reduced to zero from their high point prior to WW1 when to ship back a Grand Renault or similar high class European manufactured car was common. A NM 40cv Tourer had a USA list price of over $4,600 being about the same as a V12 Cadillac Tourer. Closed 7 seat limousines started at $6,000 which was more expensive than a Cadillac V16 Limousine.

The whole range was conservatively engineered and built. The newly introduced 1927 Vivasix, model PG1, was sold as the “executive sports” model. Lighter weight factory steel bodies powered by a 3180 cc six cylinder motor provided a formula that went through to the Second World War.

The “de Grand Luxe Renaults”, that is any with over 12 foot wheelbase (3.68m), were produced in very small numbers in two major types – six and eight cylinder. The 1927 six cylinder Grand Renault models NM, PI and PZ introduced the new three spring rear suspension that considerably aided road holding that was needed as with some body styles over 90 mph (140 km/h) was possible. The 8 cylinder Reinastella was introduced in 1929. This model lead on to a range culminating in the 1939 Suprastella. All Grand Renaults from 1923 are classed as classics by CCCA. Coachbuilders included Kellner, Labourdette, J.Rothschild et Fils and Renault bodies. Closed car Renault bodies were often trimmed and interior wood work completed by Rothschild.

Renault also introduced in 1928 an upgraded specification to the larger cars designated “Stella”. Vivastella’s and Grand Renaults had upgraded interior fittings and had a small star fitted above the front hood Renault diamond. This proved to be a winning marketing differentiator and in the 1930’s all cars changed to the Stella suffix from the previous two alpha character model identifiers.

The Grand Renaults were built using a considerable amount of aluminium. Engines, brakes, transmissions, floor and running boards and all external body panels were aluminium. Unfortunately of the few that were built many went to scrap to aid the War effort.

World War II and after (1939–71)

During World War II, Louis Renault’s factories worked for Nazi Germany producing trucks with work on cars officially forbidden. He was, for this reason, arrested during the liberation of France in 1944 and died in prison before having prepared his defense. An autopsy later showed that his neck had been broken, suggesting that he was murdered. His industrial assets were seized by the provisional government of France. The Renault factories became a public industry (known as Régie Nationale des Usines Renault) under the leadership of Pierre Lefaucheux.

In the years immediately following its nationalisation Renault experienced something of a resurgence, led by the rear engine 4CV model, which was launched in 1946 and proved itself a capable rival for cars such as the Morris Minor and Volkswagen Beetle, its success (more than half a million sold) making sure it remained in production until 1961. There was also a large mechanically conventional 2-litre 4-cylinder car, the Renault Fregate, from 1951 to 1960.

As with earlier Renault models, the company made extensive use of motor racing to promote the 4CV, the car winning both the Le Mans 24 Hours and Mille Miglia races as well as the Monte Carlo rally. However, despite the success of its flagship model, the company continued to be blighted by labor unrest, and indeed continued to be well into the 1980s.

The 4CV’s replacement, the Dauphine, sold extremely well as the company expanded production and sales further abroad, including Africa and North America. The car did not sell well in North America and it was outdated by the start of the 1960s. In an attempt to revive its flagging fortunes, Renault launched two cars which were to become phenomenally successful — the Renault 4 and Renault 8 in 1961 and 1962 respectively. The R8 continued Renault’s traditional rear-engined layout, but the R4 started the revolution to front engined/front wheel drive. R4 production continued until 1992. The larger rear-engined Renault 10 followed the success of the R8, but was the last of the rear-engined Renaults. The company achieved success with the more modern and more upmarket Renault 16 launched in 1966, which continued Renault’s reputation for innovation by being the world’s first hatchback larger than subcompact size. The smaller Renault 6 followed, in the style of the R16.

The company’s compact and economical Renault 5 model, launched in 1972, was another success, particularly in the wake of the 1973 energy crisis. The R5 remained in production until 1984 when it was replaced by the Super5. The formula was much the same however, and the Super5 inherited its styling lines from its father (however with a transversal engine, as opposed to the longitudinal engine inherited by the first generation Renault 5 from the Renault 4). Soon after, the four-door Renault 12 model slotted into the Renault range between the R6 and the R16, and introduced a new styling theme. Throughout the ’70s the R4, R5, R6, R12 and R16 maintained Renault’s production. In the ’80s the latter two were replaced by the R9 (and its R11 sedan variation) and the R15/R17 sport coupes. Both the R15/R17 were essentially identical two-door coupes, but while the R15 had a large glassy greenhouse, the R17 had thick pillars behind the doors, with slatted windows, to make it look the sportier of the two.

Endangered like all of the motor industry by the energy crisis, during the mid seventies the already expansive company diversified further into other industries and continued to expand globally, including into South East Asia. The energy crisis also provoked Renault’s attempt to reconquer the North American market; despite the Dauphine’s success in the United States in the late 1950s, and an unsuccessful car-assembly project in Saint-Bruno-de-Montarville, Quebec, (1964–72), Renault as a stand-alone brand, began to disappear from North America at the end of the ’70s.

Throughout the decades Renault developed a collaborative partnership with Rambler and its successor American Motors Corporation (AMC). From 1962 to 1967, Renault assembled complete knock down (CKD) kits of the Rambler Classic sedans in its factory in Belgium. Renault did not have large or luxury cars in its product line and the “Rambler Renault” was aimed as an alternative to the Mercedes-Benz “Fintail” cars. Similar to the fate of some of these Mercedes cars at the time, many of these “American” Renaults finished their life working as taxis. Later, Renault would continue to make and sell a hybrid of AMC’s Rambler American and Rambler Classic called the Renault Torino in Argentina (sold through IKA-Renault). Renault partnered with AMC on other projects, such as development of a rotary concept engine in the late 60s, and would eventually own AMC in 1980.

This was one of a series of collaborative ventures undertaken by Renault in the late 1960s and 1970s, as the company established subsidiaries in Eastern Europe, most notably Dacia in Romania, and South America (many of which remain active to the present day) and forged technological cooperation agreements with Volvo and Peugeot (for instance, for the development of the PRV V6 engine, which was used in Renault 30, Peugeot 604, and Volvo 260 in the late 1970s.).

In the mid 1960s an Australian arm, Renault Australia, was set up in Heidelberg, Melbourne, the company would produce and assemble models from the R8, R10, R12, R16, sporty R15, R17 coupe’s to the R18 and R20, soon the company would close in 1981. Interestingly Renault Australia did not just concentrate on Renaults, they also built and marketed Peugeots as well. From 1977, they assembled Ford Cortina station wagons under contract- the loss of this contract led to the closure of the factory.

In North America, Renault formed a partnership with AMC, loaning AMC operating capital and buying a small percentage of the company in late 1979. Jeep was keeping AMC afloat until new products, particularly the XJ Cherokee, could be launched. When the bottom fell out of the 4×4 truck market in early 1980 AMC was in danger of going bankrupt. To protect its investment Renault bailed AMC out with a big cash influx — at the price of a controlling interest in the company — 47.5%. Renault quickly replaced some top positions in AMC with their own people.

The Renault–AMC partnership also resulted in the marketing of Jeep vehicles in Europe. Some consider the Jeep XJ Cherokee as a joint AMC/Renault project since some early sketches of the XJ series was done as a collaboration of both Renault and AMC engineers (AMC insisted that the XJ Cherokee was designed by AMC personnel; however, a former Renault engineer designed the Quadra-Link front suspension for the XJ series). The Jeep also used wheels and unique rocking seats from Renault. Part of AMC’s overall strategy when the partnership was first discussed was to save manufacturing cost by using Renault sourced parts when practical, and some engineering expertise. This led to the improvement of the venerable AMC in-line six — a Renault/Bendix based port electronic fuel injection system (usually called Renix) that transformed it into a modern, competitive powerplant with a jump from 110 hp to 177 hp with less displacement (4.0L vs. 4.2L).

The Renault-AMC marketing effort in passenger cars was not as successful compared to the popularity for Jeep vehicles. This was because by the time the Renault range was ready to become established in the American market, the second energy crisis was over, taking with it much of the trend for economical, compact cars.

One exception was the Renault Alliance (Renault 9), which debuted for the 1983 model year. Assembled at AMC’s plant in Kenosha, Wisconsin, the Alliance was an instant hit with more economically minded buyers. Motor Trend gave its domestic Car of The Year award for 1983 to the Alliance, a surprising pick to many. The Alliance’s 72% U.S. content allowed it to qualify as a domestic vehicle, making it the first car with a foreign nameplate to win the award. (In 2000, Motor Trend did away with separate awards for domestic and imported vehicles.)

Renault sold some interesting models in the U.S. in the 1980s, especially the simple-looking but fun Renault Alliance GTA and GTA convertible — a real automatic-top convertible with a simple but clean euro-style design featuring a gently sloping hood, as well as a 2.0 L engine — big for a car of its class; and the ahead-of-its-time Renault Fuego coupe, which generated some excitement. The Alliance was followed by the Encore (Renault 11), an Alliance-based hatchback. This burst of success in the United States proved to be short-lived, though.

Renault’s Wisconsin-built and imported models quickly became the target of customer complaints for poor quality, and sales plummeted. Eventually, Renault sold AMC to Chrysler in 1987 after the assassination of Renault’s chairman, Georges Besse. The Renault Medallion (Renault 21 in Europe) sedan and wagon was sold from 1987 to 1989 through Jeep-Eagle dealerships. Jeep-Eagle was the new division Chrysler created out of the former American Motors. However, Renault products were no longer imported into the United States after 1989. Rumors have since persisted about Renault’s return to the U.S. market; all of them have been unfounded.

A completely new full-sized 4-door sedan, the Eagle Premier, was developed during the partnership between AMC and Renault. The Premier design, as well as its state-of-the-art manufacturing facility in Bramalea, Ontario, Canada, were the starting point for the sleek LH sedans such as the Eagle Vision and Chrysler 300M.

In the late seventies and early eighties Renault increased its involvement in motorsport, with novel inventions such as turbochargers in their Formula One cars. The company’s road car designs were revolutionary also — the Renault Espace was one of the first minivans and was to remain the most well-known minivan in Europe for at least the next two decades. The second-generation Renault 5, the European Car of the Year-winning Renault 9, and the most luxurious Renault yet, the 25 were all released in the early 1980s, building Renault’s reputation, but at the same time the company suffered from poor product quality which reflected badly in the image of the brand and the ill-fated Renault 14 is seen by many as the culmination of these problems in the early 1980s.

Restructuring (1981–95)

Although its cars were somewhat successful both on the road and on the track, Renault was losing a billion francs a month and reported a deficit of 12.5 billion in 1984. The government intervened and Georges Besse was installed as chairman; he set about cutting costs dramatically, selling off many of Renault’s non-core assets, withdrawing almost entirely from motorsports, and laying off many employees. This succeeded in halving the deficit by 1986, but he was murdered by the left wing terrorist group Action Directe in November 1986. He was replaced by Raymond Lévy, who continued along the same lines as Besse, slimming down the company considerably with the result that by the end of 1987 the company was more or less financially stable.

A revitalised Renault launched several successful new cars in the early 1990s, including the phenomenally successful 5 replacement the Clio, the second-generation Espace, the innovative Twingo, the Laguna, and the 19. In the mid-1990s the successor to the R19, the Renault Mégane, was the first car ever to achieve a 4-star rating, the highest at the time, in EuroNCAP crash test in passenger safety. In 1998 Renault introduced Mégane Scénic, a completely new class of cars, a compact monospace with a footprint of a regular Mégane. The return to success on the road was matched by a return to success on the racetrack — Renault-powered cars won the Formula One World Championship in 1992, 1993, 1996 and 1997 with Williams, and in 1995 with Benetton.

Throughout this period, Renault’s European advertising famously made extensive use of Robert Palmer’s song “Johnny And Mary.” The earlier television advertisements used Palmer’s original version, while a range of special recordings in different styles were produced during the 1990s; most famously Martin Taylor’s acoustic interpretation which he released on his album Spirit of Django. Taylor recorded many alternate versions for Renault; the last being in 1998 for the launch of the all-new Renault Clio.

Privatization (1996–99)

It was eventually decided that the company’s state-owned status was detrimental to its growth, and Renault was privatized in 1996. This new freedom allowed the company to venture once again into Eastern Europe and South America, including a new factory in Brazil and upgrades for the infrastructure in Argentina and Turkey. It also meant the end of the aforementioned successful Formula 1 campaign.

In the twenty-first century, Renault was to foster a reputation for distinctive, outlandish design. The second generation of the Laguna and Mégane featured ambitious, angular designs which turned out to be highly successful. Less successful were the company’s more upmarket models. The Avantime, a bizarre coupé / multi-purpose mix vehicle, sold very poorly and was quickly discontinued while the luxury Vel Satis model did not sell as well as hoped. However, the design inspired the lines of the second generation Mégane, the most successful car of the maker. As well as its distinctive styling, Renault was to become known for its car safety; currently, it’s the car manufacturer with the largest number of models achieving the maximum 5 star rating in EuroNCAP crash tests. The Laguna was the first Renault to achieve a 5 star rating; in 2004 the Modus was the first to achieve this rating in its category.

The government of France owns 15.7 per cent of the company. Louis Schweitzer has been the Chairman of Renault since 1992 and was CEO from 1992 to 2005. In 2005, Carlos Ghosn (also CEO of Nissan) became Renault’s CEO, with Louis Schweitzer staying on as Chairman.

Renault owns Samsung Motors (Renault Samsung Motors) and Dacia, as well as retaining a minority (but controlling) stake (20%) in the Volvo Group. (Volvo passenger cars are now a subsidiary of the Ford Motor Company). Renault bought 99% of the Romanian company Dacia, thus returning after 30 years, in which time the Romanians built over 2 million cars, which primarily consisted of the Renault 8, 12 and 20.

The Renault Nissan Alliance (2000– )
Image:Splitsection.svg
It has been suggested that this section be split into a new article entitled Renault-Nissan.

Signed on March 27, 1999, the Renault–Nissan Alliance is the first of its kind involving a Japanese and a French company, each with its own distinct corporate culture and brand identity, linked through cross-shareholding. Renault has a stake of 1% in Japanese automaker Nissan Motor Co., Ltd. while Nissan in turn has a 95% stake (non-voting) in Renault.

For 2004 Renault reported a 43% rise in net income to €3.5 billion and 5.9% operating margin, of which Nissan contributed €1,767 million. The Group (Renault, Dacia, Renault Samsung Motors) posted a 4.2% increase in worldwide sales to a record 2,489,401 vehicles, representing a global market share of 4.1%. Renault retained its position as the leading brand in Europe with 1.8 million passenger cars and light commercial vehicles sold and market share of 10.8%.

The Renault–Nissan Alliance represents more than 9.8% of the worldwide market (5.74% for Nissan and 4.04% for the Renault group) with sales of 3,597,748 (Nissan) and 2,531,500 (Renault Group), placing the alliance fourth after GM, Toyota, and Ford in 2005.

The marketing success was also matched by success of their return to the Formula 1 circuit as a manufacturer again after buying the Benetton team. The team went on to win both World Drivers and Constructors championships in 2005 and 2006 ahead of the vastly more experienced Ferrari and McLaren teams.

Renault is exhibiting a Hi-Flex Clio 1.6 16v at the 2006 Paris International Agricultural Show. This vehicle, which addresses the Brazilian market, features Renault-developed flexible-fuel engine technology, with a highly versatile engine that can run on fuel containing petrol and ethanol in any proportion (0% to 100% of either).

On June 30, 2006, the media reported that General Motors convened an emergency board meeting to discuss a proposal by shareholder Kirk Kerkorian to form an alliance between GM and Renault-Nissan. The hastily arranged meeting suggests that GM’s board was treating Kerkorian’s proposal with urgency. Coincidentally, unsubstantiated rumours have been circulating about Renault’s possible return to the U.S. market. There has been speculation that a GM–Renault–Nissan alliance could pave the way for Renault’s return to the U.S. market, since GM could eliminate some of its less profitable brands, and offer Renault franchises to dealerships that would otherwise close.

However, GM CEO Richard Wagner felt that an alliance would benefit Renault’s shareholders more than those of GM, and that GM should receive some compensation for it. This did not sit well with Renault; subsequently, talks between GM and Renault ended on October 4, 2006.

Investment in VAZ

On February 29, 2008, Renault acquired a blocking stake in largest Russian automaker VAZ. Long in the need to modernize its technology, VAZ was seeking for strategical partnership since the late nineties. Its owners tried to form an alliance with various foreign auto manufacturers, such as General Motors. Most of these attempts weren’t all that successful, however, and generally fell through.

Renault was in talks with VAZ on and off since 2005, initially insisting on CKD assembly of Logan cars on its facilities, while VAZ intended to keep its own Lada brand and only wishing to acquire a new platform and engine. After several rounds of talks, between which VAZ also sought alliance with Fiat and Magna, Renault agreed to the partnership term not unlike earlier Nissan deal.

Renault and VAZ major stockholder, state corporation Rosoboronexport, are to form a holding, jointly owning 50% share in VAZ, with French side receiving several key positions in a management structure, such as Chief Operational Officer, Chief Financial Officer and Chief Engineer. In return, Renault is to supply a new platform for Lada brand and assist in plant’s modernization.

Strange car race. Lucky man!!!!!!!!!!!

Renault Sport Espace F1 1995 Concept Car

Short documentary about the Renault Espace F1 broadcasted in 1995 on french channel M6. Quick summary of what the narrator says:

* In one day the Espace F1 will do it’s maiden lap and also last lap ever
* Renault Sport, Williams and Matra all worked on this prototype with the help of F1 pilots Alain Prost and Eric Bernard
* Renault Engine 3.5l V10 800 hp 14000RPM
* Consumption is 60 litres / 100km
* Cost per kilometer is 300 times more than a regular Renault Espace

If ever there was a car that failed to live up to its vast potential, it’s Renault Sport’s Megane 225. Looking at the specifications, it’s hard to see how this supremely cheeky-looking hot hatch could go wrong. It has a class-leading 165 kW of power, all the requisite sports hardware, and is fettled by the same organisation responsible for the soul-gratifying Clio Sport.

Yet somewhere things went amiss. Awkward electric power steering, a fidgety ride and curiously unresolved handling added up to a character that was a little unruly for most.

Renault obviously agrees because there’s now a new hot Megane on the streets, badged with the “Cup” tag. The changes will be music to the ears of enthusiasts. Renault has revised the steering, stiffened the suspension even further, uprated the Brembo brakes, added new 18-inch wheels and tyres, and removed or reduced the input of some of the electronic doodads such as brake assist and stability control, which used to sully the driving experience.

The remainder of the package follows the lead established by the 225. And given that the 2.0-litre turbo four, six-speed manual gearbox and generous specifications were generally well regarded, that’s no bad thing.

Also static is the $42,990 price tag, keeping the Cup aligned with a range of potential rivals, from VW’s excellent Golf GTI to Subaru’s WRX.

A host of small but highly focused changes aim at giving the Megane the handling smarts to match its pace. They don’t totally transform the way it drives but they do add up to a much more effective package.

Chief in this improvement is the steering. It’s still not quite as alive or accurate as the best in the business, but it’s a lot better than before. The vague feel and inconsistent weighting have been all but banished and the Cup feels confidence-inspiring when hustled through corners.

With those Brembo brakes, stiffer suspension and stickier rubber, the Cup rises from chump to serious contender through the bends. Bodyroll and other unwanted movement are kept well in check, grip and braking power are stupendous and the balance nicely responsive to driver input. Putting those rampaging 165 kW down to road through the front wheels can still be challenging at times, but it’s no longer a frustration.

Throw a broken, pockmarked road into the mix and the Cup is less in its element, crashing over big potholes and easily being thrown around by big mid-corner bumps. But a regimented ride is much easier to justify now that the handling lives up to expectations.

Dynamic woes mostly resolved, you’re left to enjoy the Cup’s other attributes. The 165 kW turbo four is still a responsive, free-revving cracker, serving up a wallop of power whenever the throttle is floored. Some turbo lag is evident at low revs but the engine is supremely flexible and shrugs off the demands of lazy urban cruising.

The six-speed manual gearbox has long throws but is otherwise an impressively sweet-shifting unit. Renault claims 8.8 L/100 km in combined urban-highway driving, though you won’t get anywhere near that if you’ve got a heavy right foot.

The cabin is a little dreary – bright-orange seatbelts and stitching excepted – but is well designed and assembled with quality materials. Space and comfort rate highly up front, thanks to supportive seats and a wide range of seating and steering-wheel adjustment. There are heaps of handy storage areas and standard equipment is generous.

Back-seat space, however, is less remarkable. So is the boot, but at least you get a full-size spare under there.

The Cup is less effective than VW’s wonderfully well-rounded Golf GTI, but its ferocious delivery, much-improved handling and intensely individual character could be potent lures for hard-core, hot-hatch buyers.

Nuts & Bolts

Price
$42,990 (manual only), plus options and on-road costs.
Warranty
3 years/100,000 km.
Engine Size/Type
2.0-litre, double overhead cam, 16-valve four-cylinder, turbocharged. 165 kW at 5500 rpm and 300 Nm at 3000 rpm.
Transmission/Driven Wheels
Six-speed manual, front-wheel-drive.
Fuel Consumption
8.8 L/100 km, premium unleaded. Fuel tank 60 litres.
Insurance
Premium $722 (RACV wholly owned, driver 40-plus, rating one, medium-risk suburb, $450 excess).
Steering
Rack and pinion, 2.5 turns lock to lock. Turning circle 10.4 m.
Suspension
Independent front; semi-independent rear.
Wheels/Tyres
Alloy, 18 x 7.5-inch. Tyres 235/40. Space-saver spare.
Equipment
Six airbags; traction/stability control; climate control; power windows; power mirrors; trip computer; cruise control; leather trim; CD player; rain-sensing wipers; immobiliser.
How Heavy
1361 kg.
How Big
Length 4228 mm, Width 1777 mm, Height 1437 mm, Wheelbase 2617 mm.

London Auto Show – Renault Concept Car..

The elegance of a saloon, the dynamic personality of a coupe.

Egeus is the perfect combination of elegance and sportiness, power and solidity. Its design is a natural continuation of the previous concept cars Wind and Fluence and carries echoes of a top-of-the-range saloon. Its flowing, homogenous lines have nothing of the angular styling usually associated with an SUV.

The front end is deliberately pared-down. By incorporating the air inlets under the headlamps, Egeus has no need for a grille, too brash for such a pure design. The play of light on the double curve of the sides furtheraccentuates its flowing form. This suppleness is evident in the way the bonnet flows into the rounded windscreen, which, in turn, blends seamlessly into the bubble-shaped glazed roof. The bubble shape of the rear window forms a continuous, flowing line with the windscreen in a streamlined shape worthy of any coupe. The rear window rests on broad wings that sit the car squarely on the road.

With its longer bonnet, shorter front and rear overhang, and rounded rear wings, Egeus has a dynamic, powerful character. Its 22-inch wheels combine with higher ground clearance than that of a classic saloon to give this concept car its solid stance. Inside, the seat height is designed for greater visibility while reinforcing passengers’ sensation of comfort and safety.

Egeus features four independent seats with all the comfort of a luxury car. Noble materials and a subtle blend of colours and textures distinguish the spacious interior. The relaxed, elegant atmosphere adds to the feeling of serenity inside the cabin.

The Blue bodywork, the  dashboard and the blue-tinted hues of the cabin evoke an underwater world. The leather upholstery in woven beige tones, inspired by a pixelated image of a setting sun, creates a warm atmosphere. The centre console, upholstered in blue-tinted leather, echoes Egeus’ undulating sides. It incorporates three generous stowage compartments in addition to the two front-door bins.

The cabin is warm and welcoming thanks to the glazed roof and a central strip with two transparent sections. The side door handles are flush-fitting so as not to detract from the streamlined sides. An optical sensor detects an approaching hand and pushes the handle out a few centimetres, making it easy to grasp.

The GPS navigation system calculates the recommended speed which is then shown in the centre of he speedometer dial, with its analogue and digital displays. LED diodes around the dial flash to alert rivers if they go over this speed. In off-road mode, an indicator on the instrument panel is automatically activated to show the car’s attitude to the horizontal and alert the driver if there is any risk of roll-over.

At the top of the dashboard, a centrally-positioned interactive screen relays information to passengers, in particular a detailed trajectory map. The intuitive controls are true to the principles of Touch Design. The central rotary speed selector benefits from simple ergonomic styling. The ideally located
multimedia control lever makes for easy handling while the steering wheel-mounted controls mirror the natural curve of the hand.

The 250hp 3.0-litre V6 diesel engine, mounted north-south, gives Egeus both power and agility. Euro 4 compliant, it is fitted with a particulate filter. The fully-automatic 4WD transmission regulates traction on the four wheels from 0 to 100% according to grip. This, combined with a seven-speed flick-shift automatic transmission, ensures a high level of driving comfort while substantially reducing fuel consumption and CO2 emissions.

Egeus is fitted with Michelin Eden Weiss tyres. Striking a perfect balance between sensitivity and
performance, these tyres are ideally adapted to Egeus dual function: the adaptability of a roadgoing vehicle that can also handle off-road conditions. The front and back tyres are mounted differently.
These tyres are designed to better withstand friction and in doing so reduce fuel consumption and CO2 emissions. The compact, closed tread minimizes deformation and therefore energy loss. The long,
shallow grooves help reduce road noise while ensuring a firm grip in off-road conditions. The centre of the front tyres’ tread, with a less open tread pattern and water-holding capacity, is designed to transmit power to the ground and provide good grip on wet roads. The rear tyres have rigid shoulders for optimal handling during cornering. Thanks to the PAX System, Egeus doesn’t need a spare wheel.

Egeus boomerang-shaped headlamp function as running lights and indicators, thanks to LED diodes in two different colours. This optical system, developed in partnership with Valeo, matches efficiency with an innovative and compact design. All light comes from high-performance diodes and, as on Fluence, the amount and direction is adjusted according to the steering angle. On twisty roads, an electronic function automatically directs the beam.

Renault unveiled the original car that gives styling clues to its luxury car programme for the next decade in September 1995. Named Initiale, the new Renault Concept car is powered by a 392bhp version of the company’s V10 Formula 1 engine and features four-wheel-drive, an automatic hydraulic clutch, a six-speed sequentially-controlled gearbox and an intelligent speed regulator capable of reacting to traffic flow.

But Initiale’s advanced technical specification is only part of the story.

Back to the Future

The car that hints at Renault’s large saloon aspirations for the start of the 21st Century has strong links with the great tradition of French coach-building. Elegance and creativity are Initiale’s watchwords, elements of design having been lavished on every detail of the vehicle.

Seventy years ago, the Renault 40CV stole the show at numerous coachwork competitions – from Monte Carlo to Deauville, from Enghien to Bagatelle – the Parisian park. On 9 September 1995, Renault returned to Bagatelle to unveil Initiale at the prestigious “Classic Cars and Louis Vuitton” competition as a prelude to the car making its world debut at the Frankfurt Motor Show the following week.

That Initiale sports a hatchback profile is an echo of every luxury Renault saloon from the innovative 16 right through to the Safrane. A glazed section runs the length of the vehicle – from front screen, over the roof to the V-shaped rear window. But unlike other hatch designs, Initiale’s passenger space is not disturbed when the boot is opened. Renault has patented the complex opening mechanism that slides the boot lid up and over the roof when opened, giving unhindered access to the luggage space.

Initiale’s luggage has been created by world-famous Louis Vuitton and is designed to compliment an exceptional vehicle. Louis Vuitton’s new concept to accompany a concept car includes a large case containing an extra pliable bag, a medium-sized case and vanity case.

Interior luxury – with assistance from Scotland

Inside, Patrick Le Quement’s Renault Design team have treated passenger space as they would a favoured living area – diffused light, generous amounts of space and four “variometric” seats clad in Scottish Bridge of Weir leather. Up front, the two seats can pivot 20 deg. Outwards to ease access, whereas in the rear a central console suspended beneath the fully-glazed panoramic roof allows passengers to watch films on laser disc whilst enjoying a glass of champagne.

The moment the ignition key is turned, the wooden dashboard cover slides back to reveal Initiale’s instrumentation and, in the centre, a keyboard allows control over on-board climate, hi-fi, telephone and driving aids.

In terms of colour and trim clear tones and classical harmony are the order of the day – the frosted glass on instruments and meters, the natural tints, maple wood and beige leather blending with navy blue panels.

High techonology

Initiale is contructed on a completely new platform and incorporates the drive-train of the Safrane biturbo (a four-wheel drive, twin turbocharged Safrane not available in the UK).

The team at Renault Sport have developed a subdued version of the 3.5-litre V10 RS6 Formula 1 engine to give 392bhp at 8,000rpm and 360Nm of torque at 6,200rpm. Gearing of the six-speed sequential gearbox allows a theoretical top speed of 190mph. Initiale’s road manners are boosted by an “intelligent” cruise control – a direct spin-off from Renault research carried out for the Prometheus programme – that slows and accelerates the car as it reacts to traffic speed. The car also features sensors in the front and rear bumpers aimed at avoiding even the slightest bump when carrying out a parking manoeuvre.
Year:  2000  Status:  Prototype produced
Engine:  3.5 litre V10

Power: 392 HP / 288 kW at 8,000rpm
0-60:  n/a

Renault VelSatis

The Geneva Motor Show sees the unveiling of a new concept of luxury car – the final production version of the Renault Vel Satis creates a roomier, taller luxury car, and expresses Renault’s ambition at the top of the range.

However prestigious it may be, the shape of a top-of-the-range car is not set in stone, and Renault challenges this stereotype, with a profile that at first appears unusual, but which grows more familiar and natural the more you see it. From the striking split radiator grille with its more evident logo in a body color panel to its compact stern and its wrap-around rear window and upright C-pillar, the profile it offers is highly individual, taut and clean.

Vel Satis also inherits the legacy of the Renault concepts Initiale (1995) and Vel Satis (1998), two studies for a top-of-the-range car, Renault-style. The vertical lamp theme of the Initiale and VelSatis have grown wider, and the rear of the car is not as dramatic as either of the concept cars, but the VelSatis does inherit the overall character and clean surfaces of these earlier concepts.

As on Laguna II, the Renault Card replaces the traditional key. Once inside the vehicle, new high-comfort seats made up of three elements, welcome the driver and front passenger.

The driver inserts the card into the reader, presses the start/stop button and sets off straightaway without giving a second thought to the handbrake. This is made possible by a new, innovative feature – an automatic parking brake which has completely replaced the traditional handbrake. Entirely automatic, the brake is disengaged when the engine is switched on and locks again when it is next switched off.

Incorporated into the dashboard, along with its wide-angle colour screen, Carminat and its GPS navigation system takes account of traffic information broadcast by the network of FM stations and gives users the possibility of taking an alternative route by keeping them updated – in real time – as to the state of traffic on the roads.

In spite of the dominance of traditional saloons in the top-of-the-range segment, the recent success of MPVs, off-roaders and sports Estate cars prove that there is scope for a different product offer. Alongside the traditional three-box saloon customers, new nonconformist customer bases are developing on the major European markets which are mature and comprise a number of different types of car.

Compared with the average for the segment its dimensions are generous. Indeed, with a wheelbase of 284 cm, it offers exceptional interior space. In addition, the increased seat height – 10cm more than Safrane – guarantees greater visibility and ease of access.

Vel Satis dimensions:
Wheelbase: 2,840 mm
Overall length:4,860 mm
Overall width:1,860 mm
Unladen height:1,577 mm

Altica stands out as a dynamic vision of the estate, combining the practicality of the latter, the sports appeal of a coupe and a high standard of travelling comfort.
Flowing, sporty lines

The panoramic windscreen and rear window underline the car’s fluid aerodynamics. The two-tone paintwork accentuates the side design and also asserts Altica’s graphic identity. The car’s overall stance “ low-slung lines, long bonnet, prominent wings and proportions express true sports car dynamics. Comprised of a mosaic of transparent panes, the rear quarter lights suggest forward movement.

Altica’s interior mirrors its sporty, dynamic exterior design. The suspended drive station is held in place by four profiled rods that hint at the world of Formula 1.

The transparent roof and panoramic windscreen erase the boundary between the interior and the outside world and also ensure a brightly-lit cabin. The mosaic design of the rear quarter lights allows sunlight to filter into the cabin much like it does through stained glass windows and gives the interior a more welcoming feel. The layout and angling of the panes ensure good three-quarter rear visibility for the driver which is indispensable when parking.

The headlamps feature four different modes daytime running lights (DRL), sidelights, dipped beam and main beam and function using rows of diodes.

They also produce a halo effect when the DRL mode is selected. This is achieved in two ways. First of all, each polycarbonate headlamp module cover is speckled with thousands of small, micro-engraved nicks. Invisible to the naked eye, these nicks have no effect on the beams and permit light to pass unhindered. In the daytime running mode, however, the surface of the module cover is illuminated from the edge. The light is accordingly trapped inside the mass and spreads out like a fluid over the entire surface to produce an original and effective halo effect for the DRL and sidelight functions.
An estate with the accent on style

Altica’s sports pedigree is reinforced by its scissor doors, the form of which ensures easy access to this low vehicle.

The generous interior volumes of Altica provide a very high standard of travelling comfort despite the car’s sporty characteristics. Each of the four individual seats boasts outstanding comfort.

Instead of the seats, which are fixed, it is the drive station and pedal assembly that adjust to match the driver’s physique thanks to a motorized mechanism. The height-adjustable centre armrest deploys automatically as the driver sits down.

The vertical positioning of the dashboard takes its inspiration from the world of aeronautics and permits the driver to feel at one with the car.

The centrally-positioned dial features two display modes: “comfort” and “sport”. The “comfort” mode indicates the car’s speed in the centre of the display while the perimeter shows the legal speed limits which turn red if exceeded. In the “sport” mode, the speed continues to be displayed in the middle of the dial but the perimeter becomes a digital rev counter and turbo pressure indicator. The graphics of the high-resolution screen provide a distinctly human touch to this high-tech display which itself suggests watchmaker-like precision and sophistication.

Altica features a number of clever storage spaces, including the shell-like glove box, concertina-style storage compartment in the armrests and a tray situated underneath the floor at the rear.

The rear seat backs can be folded into the flat floor which is equipped with straps that permit heavy or bulky loads to be held secure. This layout transforms Altica into a two-seater sports coupe with a vast 1,300-litre boot, while the boot lid provides very easy access and an extremely low loading sill.
Driving pleasure, power and control

Altica is a dynamic sporty estate that combines driving pleasure with a sensation of power and control.

With its long bonnet, sports dimensions (length: 4.27m; width: 1.83m) and very low centre of gravity, Altica offers remarkable performance.

Altica’s new 177hp 2.0 dCi particulate filter-equipped diesel engine takes the car from a standing start to 62 mph in just 7.5s. Coupled with a six-speed gearbox, this powerplant which boasts maximum torque of 380Nm provides excellent pull-away and mid-range acceleration. This hasn’t been achieved to the detriment of fuel consumption, however. The Renault-Nissan Alliance engine is very inexpensive to run and fuel consumption is equivalent to 140g of CO2 per kilometre. In terms of both performance and driving pleasure, it stands out as the best diesel engine in its class and a version of which, without the particle filter, debuts in the Laguna GT dCi 175 this month.

Altica’s low fuel consumption also stems from its exceptional aerodynamics. Located at the extremity of the roof at the point where the vehicle and the passing air flow separate, a discreet mechanical system generates jets of air which are alternately blown and sucked through a 2mm wide slit. Known as “Synthetic Jet”, the system actively controls the separation of the air flow according to the vehicle’s speed. This innovative technique, which reduces drag and controls the structure of the air flow, is a registered Renault patent and reduces the car’s Cd at 80mph by 15% for an energy consumption of just 10W.
Valeo

Altica’s lights employ high-performance light emitting diodes (LEDs).

The dipped and main beam functions are housed in a single module which tops a linear directional light. The LED control unit permanently adapts the quantity and orientation of the beam as a function of the conditions.

During motorway driving, the LEDs that ensure long range visibility are automatically activated and controlled to guarantee optimum visibility at all times without dazzle. The colour of the light emitted by the LEDs is similar to that of daylight for enhanced optical comfort and visibility.

The daytime running light (DRL) mode, which is activated most of the time while the car is moving, also use LEDs. Their high efficiency and the low amount of energy they require significantly reduce the power that is consumed compared with a conventional light source. The life expectancy of LEDs is also much longer than that of all contemporary light sources.

As a world first, the sidelight function is ensured by a veil of light that covers the entire headlamp thanks to Valeo’s exclusive MicroOptique technology.
RENAULT ALTICA CONCEPT CAR

Overall length

4,270mm

Width (excluding door mirrors)

1,830mm

Height

1,360mm

Four-cylinder 2.0-litre 16-valve turbocharged Euro 4-compliant dCi diesel engine with balancer shafts and particulate filter

Power: 177hp and maximum torque of 280 lbs-ft at 2,000rpm

Standing start to 62mph in 7.5 seconds

Maximum CO2 emission:140g/km, for a standard cycle fuel consumption of 1.4gallons/62miles

Six-speed manual gearbox

Front-wheel drive, front, transverse-mounted engine

21-inch wheels

245 / 35 – ZR21 tyres

Valeo

Exclusive MicroOptique technology: micro-engraved module cover for the daylight running light (DRL) and sidelight functions. Lighting and signal functions using high-performance LEDs

-Micheli

-Pilot Sport 2 tyres
-Montupe

-Specific light alloy wheels
Four independent seats; the two rear seats can be folded down to obtain a boot storage volume of up to 1,300 litres

Drive station suspended by four rods

Motorized adjustment of pedal assembly and steering wheel positions

The steering wheel and pedal assembly move automatically clear when the door opens; automatically deploying centre armrest.

Analogue and digital centrally-positioned instrument with two display modes: “sport” and “comfort”

Additional storage space underneath the rear parcel shelf of the boot floor

Active Synthetic Jet system located at the rear edge of the roof reduces drag at 80mph by 15%

Two scissor doors activated by optical sensors

Panoramic windscreen and transparent roof

Mosaic rear quarter lights optimize 3/4 rear visibility

Wide boot lid opening and very low loading sill.

This is COOL!!!!!!!

Peogeot Rally Car 207 WRC

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Lancer Evo Rally Car.

Skoda Octavia WRC.

Peugeot 106

Peugeot 206 WRC

Seat Ibiza Rally Car.

Renault Megan Kit Car.

Skoda Fabia WRC.

Suzuki Swift Kit Car.

Toyota Corolla WRC.

The memory of Janusz Kulig

Janusz Kulig Forever!!!!!!!

Clio RS(short for Renault Sport) is a 3-door hot hatch produced by French car manufacturer Renault since 1999, based on the normal Clio and well-known for its outstanding features.

The engine has remained the same since the first Clio RS, a 2.0 L I4 placed in the front of the vehicle and driving the front wheels.

The Clio Sport has always been a powerful car, overcoming the Mini Cooper S (162 bhp), the SEAT Ibiza FR (150 bhp) and more recently, the Peugeot 206 RC and the SEAT Ibiza Cupra R (both rated at 180 bhp).

This model it’s 2006 Sport Car from Renault

Janusz Kulig (b. October 19, 1969 in Lapanach near Krakow – d. February 13, 2004 in Rzezawa near Bochnia, Poland) was a Polish rally driver. He started his career behind the wheel of a Polski Fiat 126p and during his early years in rally he also drove Toyota Corolla, Opel Kadett and Renault Clio.

He became one of the top drivers while driving Renault Megane Maxi. In this car he also won his first Polish Rally Championship title in 1997. After 2 seasons with Renault, he signed a contract with Marlboro Mobil 1 team. He changed his car to a Ford Escort WRC and in following years to a Ford Focus WRC. Those years were most successful for Kulig. He won another 2 Polish Championship titles and became well known in European and World rally. Kulig spent the 2002 and 2003 seasons competing in the European Rally Championship (2nd place in 2002) and occasional WRC events. His biggest success in WRC was 1st place in PCWRC in Sweden 2003 but after the rally he was stripped of his glory by FIA due to illegal modifications in his Mitsubishi Lancer EVO VII (the flywheel had different streak than the one approved by FIA). For the 2004 Polish Championship Season he signed a contract to drive Fiat Punto S1600.

Kulig died in an accident after his car (Fiat Stilo) collided with a train on a level crossing. The crossing barriers were not lowered. He was survived by his wife and two daughters.

Renault Nepta.

The Renault Nepta is a convertible concept car by Renault which will be presented at the Mondial de l’Automobile 2006.

It is equipped with a direct injection twin turbo gasoline V6 with a displacement of 3.5 l and a power of 420 hp.

Renault F1 vs Ferrari F1

Renault Clio

The Renault Clio is a supermini/subcompact produced by the French automaker Renault. Originally launched in 1990, it is currently in its third generation. The Clio has seen substantial critical and commercial success, being consistently one of Europe’s top-selling cars since its launch, and it is largely credited with restoring Renault’s reputation and stature after a difficult second half of the 1980s.

The Clio has been sold as the Renault Lutecia in Japan, as Honda owns the right to the name Clio in Japan (being one of Honda’s sales networks in Japan). A four-door sedan was developed for certain markets where sedans are traditionally preferred over hatchbacks and was sold under names Renault Clio Symbol, Renault Clio Sedan, Renault Clio Tricorps, and Renault Thalia. It is also sold under the Nissan nameplate in some Latin American markets as the Nissan Platina with slight changes in the front of the car to make it resemble the Nissan Altima. Both the Renault Clio and the Nissan Platina are marketed in Mexico, each by their respective manufacturer.

Renault 6r4 Rally Car Wipeout