Renault 1.4 Litre
| Industry | Automotive |
|---|---|
| Founded | February 25, 1899 in France |
| Products | Automobiles, automotive parts |
| Website | www |
The Renault 12 is a mid-sized family automobile introduced by the French manufacturer Renault at the Paris Motor Show in October 1969, with production in France continuing until 1980. Available as a four-door Berline (sedan) and a Break (station wagon), it was also produced under license internationally well into the early 2000s.
Initial European evaluations highlighted its roomy cabin, attractive design, solid performance, and fuel economy. Conversely, reviews from North America pointed out drawbacks such as excessive engine noise, heavy steering lacking power assistance, and inadequate ventilation in the 1974 model year.
While production ceased in Western Europe by 1980, manufacturing persisted in other regions. The final Renault 12 was assembled in Turkey in 2000. Meanwhile, Romanian manufacturer Dacia continued producing models based on the R12 platform—like the 1310 sedan and estate variants—until 2004, with the R12-derived Pick-Up remaining in production until December 2006.
Achieving commercial success, the Renault 12 reached global sales of approximately 2.5 million units.
Project
In January 1964, Renault’s Styling Center initiated development of the model designated as Project 117 to fill the market gap between the Renault 8 and Renault 16. The project specifications included:
- "The vehicle needed to be economical and simple, offering a spacious interior and a large trunk. A small-displacement engine was deemed sufficient. It had to be easy to manufacture worldwide, dependable for export markets, comfortable for French customers, and adaptable as a platform for various derivatives."
Body
The Renault 12’s styling evolved from early concepts of the Renault 16, some of which bore a closer resemblance to what became the R12 than to the final R16 design. From a technical standpoint, the R12 differed from both the R16 and the smaller Renault 4. Like most Renault models of its time, it employed front wheel drive, but featured an unusual configuration: its engine was mounted longitudinally ahead of the front axle, unlike the rearward placement found in both the R4 and R16.
At its debut during the October 1969 Paris Motor Show, the Renault 12 was available exclusively as a four-door saloon in two trim levels: L and TL. The more upscale TL trim offered amenities such as individual reclining front seats replacing a bench seat, door armrests, illumination inside the boot and glove compartment, a heated rear window, and additional warning indicators.
Engine
Although fitting the lightweight engine from the Renault 16 into the Renault 12 was technically viable—and this option was later introduced in higher-spec versions—Renault emphasized cost-effectiveness to maintain competitive pricing since 1945. Within the fiercely contested 1300 cc segment, Peugeot’s 304 targeted premium buyers; Renault deliberately avoided adopting the expensive aluminium block used in the R16.
Instead, Renault increased displacement on its well-established iron-block Cléon engine, which had been powering the Renault 8/10 since 1962, expanding it to 1289 cc. This engine delivered SAE (DIN) power output sufficient to propel the car up to a maximum speed of 145 km/h (90 mph).
The revised five-bearing Cléon motor kept removable cylinder liners and did not adopt then-modern “oversquare” cylinder dimensions. Many parts like the oil pump and distributor remained intact; only minor modifications were made to components such as the cylinder head and valve train. The redesigned elements included cylinder liners, connecting rods, pistons, and crankshaft. Cylinder spacing was uniform to accommodate an increased bore size (73 mm) and enhance coolant circulation.
Positioning the engine longitudinally ahead of the front wheels enabled a straightforward floor-mounted gear lever—unlike other Renaults that featured selectors on the dashboard or steering column. Early models incorporated handbrake levers beneath the dashboard; later versions moved this control between the front seats.
Suspension
Unlike the R4 and R16, the R12 employed a rigid yet lightweight rear axle rather than a fully independent suspension system on all wheels. This decision was unexpected, given Renault’s longstanding advocacy for independent suspension across all four wheels for over two decades.
Later developments
In 1970, Renault expanded the lineup by launching two new versions: a station wagon that matched the saloon in trim and engine options, and the high-performance Renault 12 Gordini. The Gordini was powered by the all-aluminium 1565 cc engine derived from the R16 TS, featuring twin double-barrel Weber carburettors delivering , a strengthened crankshaft, a five-speed gearbox, ventilated front disc brakes complemented by standard rear discs, and specially tuned suspension. It achieved a top speed of and was offered in solid pastel shades adorned with dual white stripes, most famously in French Blue. Although initial sales reached 2,225 units in 1971, interest waned significantly, resulting in production ceasing in 1974 after only 5,188 units—less than half the total sold of the Renault 8 Gordini.
The upscale R12 TS debuted in October 1972, featuring a 1289 cc engine with a single double-barrel Weber carburettor that increased output to , enabling a top speed of . Distinctive elements included Gordini-style wheels, a chrome side molding, and in selected markets, additional dual auxiliary headlights. Interior enhancements comprised integrated headrests, a tachometer, and a coolant temperature indicator. That same year also saw the relocation of the handbrake lever from its previous position ahead of the driver to a floor-mounted spot between individual front seats—a shift from the earlier bench seat configuration.
At the 1973 Paris Motor Show in October, Renault introduced the R12 TR trim level positioned between the TL and TS models. This variant featured a three-speed automatic transmission with an electronically controlled torque converter developed internally. This transmission option had previously been available on the Renault 16 and more recently on the Renault 15 and 17 coupés.
A major redesign was unveiled in 1975, incorporating a simplified grille design, refreshed rear light clusters, and an updated dashboard layout. Although replaced by the successful Renault 18 in 1978, production of the R12 continued in France for an additional two years.
Across the world
The Renault 12 enjoyed global production spanning over twelve countries and was sold across every continent. It also inspired the GNW Duiker project—a planned fiberglass-bodied sporty convertible intended as Rhodesia’s national automobile—which was ultimately canceled by financiers in late 1972 after limited manufacturing.
Romania
Dacia acquired both tooling and designs for the Renault 12 and produced multiple body variants under the name Dacia 1300 from 1969 through 1979 within Romania. Its successor model, the Dacia 1310 based on the earlier design, remained in production from 1979 until 2004.
Over a production span exceeding three decades, Dacia manufactured a total of 1,959,730 vehicles along with an additional 318,969 units of the related Dacia Pick-Up series produced between 1975 and 2006.
Turkey
From 1971 until 2000, Oyak-Renault assembled a model derived from the Renault 12 in Turkey. Early versions closely resembled the original R12; however, a facelift introduced in 1989 resulted in rebranding as the Renault Toros, which was eventually discontinued due to increasingly stringent European emissions regulations. The "Toros" name pays tribute both to Turkey’s Taurus mountains () and to its TS submodel heritage. Offered as either sedan or station wagon (TSW), it was powered by a carburetted 1.4-litre C1J (Cléon) engine producing , paired with four- or five-speed manual transmissions.
The Renault 12 marked Turkey’s first domestically produced automobile to be exported internationally, beginning with Lebanon in 1973. Other export destinations for Turkish-made Renault 12s included Algeria, Azerbaijan, Congo, Gabon, Ivory Coast, Mali, Mauritania, Morocco, Northern Cyprus, Niger, Senegal, Togo, Tunisia, and Upper Volta.
Australia
In 1970, the Renault 12 earned the prestigious Car of the Year accolade from Australia's Wheels magazine. Assembly took place at Renault Australia's facility in Heidelberg, Melbourne, where CKD kits were used alongside locally sourced parts such as seats.
The Australian variants closely followed the UK specifications, including the 1976 design update. However, starting in 1971, a unique wiper system was introduced to satisfy Australian Design Rules (ADR), a requirement shared by other domestic assemblies like the Peugeot 504 and Triumph 2.5. By the mid-1970s, approximately half of the components were produced locally.
October 1976 saw the replacement of the 1,289 cc engine with a larger 1,397 cc powerplant, branded as the Renault 1.4 Litre or simply "Renault 1.4". This version incorporated the French facelift featuring an updated grille and dashboard and complied with ADR27A emissions standards. Although heavier than the previous 1.3-liter Renault 12XL, it delivered about a 10% increase in power, generating at 5750 rpm and boosting torque by 13%. The vehicle could reach speeds up to 150 km/h with fuel consumption near 9 L/100 km. The sedan's weight was , with the station wagon slightly heavier.
By May 1978, this model was rebranded as the Renault Virage, mechanically unchanged but sporting twin round headlights. Production in Australia ceased in 1980.
New Zealand
Assembly of the Renault 12 took place at the Campbell group's plant in Thames, New Zealand, utilizing CKD kits. This facility later transitioned into a Toyota New Zealand factory and currently serves for refurbishing imported used vehicles. Campbell-produced models contained roughly 50% local components, including glass, upholstery, tires, carpeting, paint, radiators, and batteries. Both sedan and wagon versions were manufactured in a single trim level.
Yugoslavia
In 1972, Renault established a strategic collaboration with Yugoslav manufacturer IMV based in Novo Mesto, SR Slovenia. Previously engaged in producing several Austin Motor Company models, IMV commenced assembly of Renault models such as the Renault 4, Renault 12, Renault 16, Renault 18, and Renault 5 tailored for the Yugoslav market.
North America
In Canada, SoMA assembled the Renault 12 from CKD kits at their Québec plant between 1970 and mid-1973. Initial versions were equipped with a 1289 cc engine delivering 60 HP SAE gross. Post-1972 models were imported fully assembled from France and featured a larger all-aluminum 1647 cc engine along with four sealed beam headlights. Beginning in late 1977, Canadian models adopted a 1.4-liter engine to comply with stricter emissions regulations, producing 66.5 HP SAE gross. Trim options included base, L, TL, GTL, and Station Wagon; automatic transmissions were available on L, TL, and Wagon variants.
Cumulative sales in Canada totaled 25,662 units across various trims between 1970 and 1979. The exclusive Canadian "Nordic" edition (1978–1979) incorporated Scandinavian-market features such as headlight washers and aluminum front inner fenders and was offered solely in Metallic Blue with faux wood trim on the Station Wagon. Sales sharply declined by the early 1980s.
The United States market saw the Renault 12 debut in May 1971 initially as TL sedan and Station Wagon models—the latter marking Renault's first wagon offering stateside. Subsequently, base and L trims were introduced with prices ranging from US$2,195 to US$4,498 for the top-tier Station Wagon. American versions featured quad headlamps, side marker lights, and a bonnet bulge to accommodate emissions equipment.
The US-spec Renault 12 utilized a longitudinal front-wheel-drive setup powered by an exclusive all-aluminum 1565 cc engine shared with the Renault 16 but tuned with a double-barrel Solex carburetor for greater output (73 HP SAE at launch). In 1973, this was upgraded to a hemispherical-headed 1647 cc engine but with reduced power (69 HP) due to emissions constraints; output further dropped to 65 HP in 1974 before rising again to 72 HP in 1976 thanks to a two-barrel carburetor and increased compression ratio. A premium GTL trim was added during later production years.
Despite its attributes, sales remained modest amid growing competition from more dependable and affordable Japanese imports. The Renault 12 was available in the US market from late 1971 until production ended in 1977.
South America
In Brazil, a version of the Renault 12 was sold as the Ford Corcel and subsequently the Ford Del Rey, following Ford do Brasil's acquisition of the manufacturing plant and rights from Willys-Overland, which had collaborated with Renault on the Brazilian adaptation during the late 1960s. The Corcel debuted in Brazil in 1968, preceding the official launch of the Renault 12 in France.
Throughout the 1970s and 1980s, the Renault 12 became well-known in Argentina and Colombia. In Colombia, assembly took place at Renault SOFASA between 1973 and 1981, utilizing CKD kits sourced from Argentina and France. Meanwhile, in Argentina, production was carried out at Renault Argentina’s "Santa Isabel" facility in Córdoba from November 1971 until November 1994. The estate (Break) variant was manufactured from 1973 through 1992, with total production reaching approximately 450,000 units.
Engine displacement began at 1,289 cc, increased to 1,397 cc by 1977, and further expanded to 1,565 cc by 1992. The Ford Corcel II in Brazil featured a comparable 1,555 cc engine, including an ethanol-fueled option equipped with a high compression ratio. Transmission options evolved from four-speed manuals up to 1988 to five-speed gearboxes thereafter. In Argentina, the R12 enjoyed elevated market positioning due to a limited Renault range (R4, R6, Torino), leading to factory enhancements such as air conditioning and upgraded upholstery that placed it between entry-level models and the upscale Torino until the arrival of the R18 in 1982. As a result, most station wagons were equipped with TS-grade mechanical components and comfort features.
The Argentine Renault 12 also earned acclaim in motorsport, notably securing victory in its class (up to 1,600 cc) at the 1978 South American Marathon with driver Jorge Recalde and co-driver Jorge Baruscotti. The R12 dominated its category by finishing in the top six positions and outperformed competitors with larger two-litre engines.
- Renault 12 Alpine
The R12 Alpine was a sport-focused edition created to bolster Renault’s rally credentials locally. It utilized a locally assembled 1397 cc engine derived from the R5 Alpine (assembled with imported parts), featured a fiberglass hood, suspension tuned for competition use, and unique paint finishes. This powertrain produced , allowing a maximum speed close to . The suspension system received praise for its handling capabilities (CORSA Magazine). Production numbers were limited—only 493 units manufactured between 1977 and 1980—due to hand-built assembly processes and expensive imported components that made it roughly 40% costlier than the base TL trim. Occasionally, Alpine components were used to upgrade rally-spec R12 TS models for enhanced performance but remained uncommon.