Renault 12
| Industry | Automotive |
|---|---|
| Founded | February 25, 1899 in France |
| Headquarters | Boulogne-Billancourt , France |
| Products | Automobiles |
| Website | www |
The Renault 12 is a mid-size family automobile introduced by the French manufacturer Renault at the Paris Motor Show in October 1969, with production in France continuing until 1980. Offered in both saloon (Berline) and estate (Break) configurations, it was also produced under licence internationally well into the early 2000s.
Initial reviews across Europe commended the vehicle for its generous cabin space, design, driving performance, and fuel economy. Conversely, North American assessments pointed out drawbacks such as engine noise and the absence of power steering; notably, Road & Track criticized the ventilation system during their evaluation of the 1974 model.
Although production ceased in Western Europe by 1980, manufacturing persisted globally through Renault’s partners. The final Renault 12 was assembled in Turkey in 2000. Romanian manufacturer Dacia continued producing the R12-derived 1310 saloon and estate variants until 2004, as well as the R12-based Dacia Pick-Up until December 2006.
With around 2.5 million units sold worldwide, the Renault 12 achieved considerable commercial success.
Project
In January 1964, Renault’s Styling Center initiated development on the model designated as 117 to fill the market niche between the Renault 8 and Renault 16. The goal of Project 117 was to engineer an affordable, straightforward vehicle featuring a spacious interior, a large luggage compartment, a small-displacement engine, and streamlined global manufacturing capability. Key objectives included ensuring reliability for export markets and delivering comfort tailored to French customers, alongside adaptability for multiple model variants.
Body
The design process of the Renault 12 ran concurrently with that of the Renault 16; some early concepts of the R16 bore closer resemblance to what became the R12 rather than to the finalized R16. From a technical standpoint, the R12 differed from both the R16 and the smaller Renault 4. Consistent with most Renaults of that period, it employed front wheel drive, but featured a distinctive configuration: a longitudinally mounted engine positioned ahead of the front axle, unlike the transverse engine layouts found in both the R4 and R16.
Debuting at the Paris Motor Show in October 1969, the Renault 12 was initially offered exclusively as a four-door saloon available in L and TL trims. The TL trim level added features such as reclining front seats replacing bench seating, armrests on doors, illumination for both boot and glovebox compartments, a heated rear window, plus additional dashboard warning indicators.
Engine
While it was technically possible to equip the R12 with the lightweight engine from the Renault 16—a practice adopted later for higher-end versions—Renault focused on cost containment to sustain competitiveness within Europe’s market segment. Peugeot targeted premium buyers with their 304 model featuring a more advanced engine; however, Renault chose not to utilize the aluminium block from the R16 due to expense considerations.
Instead, Renault increased displacement of its established iron-block Cléon motor, which had been employed since 1962 in models like the Renault 8/10, expanding it to 1289 cc for use in the R12. This engine delivered an output of 60 PS SAE (54 PS DIN), allowing a maximum speed of approximately 145 km/h (90 mph).
The revised five-bearing Cléon engine retained removable cylinder liners while rejecting the then-trendy "oversquare" cylinder design common during that decade. Numerous components remained unchanged or saw only minor modifications; only parts such as cylinder liners, connecting rods, pistons, and crankshaft received complete redesigns. Cylinders were evenly spaced to accommodate an increased bore diameter (73 mm) alongside adequate coolant circulation.
Positioning the engine longitudinally concentrated weight over the front wheels and facilitated a straightforward gear selector mounted on the floor—contrasting with earlier dashboard or column shifters. Initially, early models featured a handbrake located beneath the dashboard; this was subsequently relocated between the front seats.
Suspension
Unlike the R4 and R16, the R12 utilized a rigid yet lightweight rear axle rather than a four-wheel independent suspension system. This design decision was often criticized as a backward move, especially given Renault's longstanding 25-year tradition of employing independent suspension on all wheels.
Later developments
In 1970, Renault expanded the lineup with two fresh versions: an estate model sharing the same engines and trim as the sedan, and the performance-oriented Renault 12 Gordini. The Gordini was equipped with a fully 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 discs, rear disc brakes, and specially tuned suspension. It achieved a top speed of and was distinguished by unique paint schemes, notably French Blue accented with white stripes. Although sales peaked at 2,225 units in 1971, they declined sharply afterward. Production ended in 1974 after selling 5,188 units, compared to 11,607 Renault 8 Gordinis.
October 1972 saw the launch of the upscale R12 TS, which housed a 1289 cc engine fitted with a single double-barrel Weber carburettor producing , capable of reaching . It featured Gordini-style alloy wheels, a chrome side molding, optional auxiliary headlights in select markets, integrated headrests, a tachometer, and a coolant temperature gauge. That year also introduced relocating the handbrake lever to the floor between front seats following the replacement of the front bench with individual seats.
At the 1973 Paris Motor Show in October, Renault unveiled the R12 TR positioned between the TL and TS trims. This model came standard with a three-speed automatic transmission designed by Renault, notable for its electronic control system rather than traditional hydraulic operation. This gearbox had previously been available in the Renault 16 and more recently in the Renault 15 and 17 coupés.
The range underwent a facelift in 1975 that included a redesigned grille with simplified styling, updated rear light clusters, and refreshed dashboard elements. Although replaced by the Renault 18 in 1978, production of the Renault 12 persisted in France for an additional two years despite strong sales of its successor.
Across the world
The Renault 12 was truly an international vehicle, manufactured in over twelve countries and sold globally. It also inspired the GNW Duiker convertible project in Rhodesia, which was discontinued by investors in 1972 after limited production.
Romania
Dacia took over the Renault 12's tooling and designs to produce multiple body variants under the name Dacia 1300 from 1969 through 1979. Its successor model, the Dacia 1310—based on the original 1300—was produced from 1979 until 2004.
During more than three decades of production, Dacia manufactured roughly 1,959,730 passenger cars alongside approximately 318,969 commercial vehicles marketed under the Dacia Pick-Up brand between 1975 and 2006.
Turkey
Oyak-Renault assembled a version derived from the Renault 12 in Turkey from 1971 until 2000. Early models closely mirrored the original R12 design; however, a facelift in 1989 introduced the Renault Toros nameplate. The Toros—named after Turkey’s Taurus Mountains and reflecting its TS submodel designation—was available as both sedan and station wagon. It featured a carburetted Cléon C1J engine displacing 1.4 litres and producing , mated to either four- or five-speed transmissions.
Notably, the Renault 12 was Turkey’s first domestically produced car exported internationally, beginning with shipments to Lebanon in 1973. Turkish-built units were also exported to countries including 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 title of Car of the Year from Australia's Wheels magazine and was produced at Renault Australia's Heidelberg facility using CKD kits. Components such as seats were sourced locally. The Australian versions largely followed the UK specifications, including the 1976 model update, but starting in 1971, compliance with new Australian Design Rules necessitated a specialized right-hand drive wiper system, a modification also applied to Peugeot 504 and Triumph 2.5 vehicles. By the mid-1970s, about half of the parts were manufactured domestically.
October 1976 saw the replacement of the 1,289 cc engine with a 1,397 cc unit branded as the Renault 1.4 Litre. This upgrade incorporated the facelift previously introduced in France, featuring a redesigned grille and dashboard. This engine, which had primarily been used in Sweden and Canada, included emissions equipment to satisfy ADR27A regulations. Although heavier than the earlier 1.3-liter Renault 12XL, it produced approximately 49 kW at 5750 rpm—a power increase of roughly 10%—and torque rose by 13%, enabling a top speed near 150 km/h and fuel efficiency around 9 L/100 km. The sedan weighed close to 920 kg, with the wagon variant being heavier.
In May 1978, the model was rebranded as the Renault Virage, maintaining identical engine specifications and performance but adopting dual round headlights. Production in Australia ceased in 1980.
New Zealand
The Renault 12 was assembled from CKD kits at the Campbell Group's facility located in Thames, New Zealand. This plant was later converted into a Toyota New Zealand factory and is currently utilized for refurbishing imported used vehicles. Models assembled by Campbell incorporated roughly 50% local components—including glass, upholstery, tyres, carpeting, paint, radiators, and batteries—and were offered in a single trim level for both sedan and wagon body styles.
Yugoslavia
In 1972, Renault established a strategic alliance with Yugoslav manufacturer IMV based in Novo Mesto, SR Slovenia. IMV had prior experience producing various Austin Motor Company models. This partnership expanded local manufacturing to include several Renault models such as the Renault 4, Renault 12, Renault 16, Renault 18, and Renault 5 specifically for the Yugoslav market.
North America
In Canada, SoMA assembled Renault 12 vehicles from CKD kits at their Québec plant between 1970 and mid-1973. Early Canadian versions came equipped with a 60 HP SAE gross 1289 cc engine and distinctive headlamp designs. Post-1972 models were fully imported from France featuring a larger all-aluminum 1647 cc engine along with four sealed beam headlights. Late in 1977, a 1.4-liter engine was introduced to comply with more stringent Canadian emissions standards; this engine delivered 66.5 hp SAE Gross at 5000 rpm. Canadian offerings included base, L, TL, GTL trims plus Station Wagon configurations; automatic transmissions were available on higher trims and wagons. Total Canadian sales amounted to 25,662 units from 1970 through the early 1980s. Among these was the Canada-exclusive "Nordic" edition (1978-1979), which featured equipment tailored for Scandinavian markets alongside unique styling cues. After peaking in popularity during the late ’70s, sales sharply declined post-1979 with only 37 units sold in 1981.
In the United States, the Renault 12 launched in May 1971 initially as TL sedan or Station Wagon—the first wagon offered by Renault stateside—followed by base and L trims priced between US$2,195 and US$4,498. US-spec models featured quad headlamps, side marker lights, and a hood bulge to house emissions control hardware. Its front-wheel-drive layout with longitudinal engine placement was uncommon among European imports. The US-market all-aluminum engine initially displaced 1565 cc producing 73 hp SAE at 5000 rpm with an 8.6:1 compression ratio. In 1973, it was upgraded to a larger hemispherical-head unit of 1647 cc but power dropped to 69 hp due to emissions requirements; output further fell to 65 hp in 1974 before increasing again to 72 hp by 1976 after fitting a two-barrel carburetor and raising compression ratio. A more upscale GTL trim was introduced during later years. Despite these enhancements, sales remained limited amid intensifying competition from dependable and affordable Japanese vehicles. The Renault 12 remained available in the US through the conclusion of the 1977 model year.
South America
In Brazil, the Renault 12 was sold under the names Ford Corcel and later Ford Del Rey following Ford do Brasil's acquisition of the manufacturing plant and rights from Willys-Overland, who had collaborated with Renault to develop the Brazilian version in the late 1960s. The Corcel debuted in Brazil in 1968, arriving before the official French launch of the Renault 12.
During the 1970s and 1980s, the Renault 12 found considerable success in Argentina and Colombia. In Colombia, assembly took place at Renault's SOFASA facility 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" factory in Córdoba from November 1971 until November 1994. The estate variant, known as the Break, was manufactured from 1973 through 1992, with total output reaching approximately 450,000 units across both sedan and wagon versions.
Engine displacement began at 1,289 cc, increased to 1,397 cc in 1977, and eventually expanded to 1,565 cc by 1992. The Brazilian Ford Corcel II adopted a similar 1,555 cc powerplant starting in 1980, which included an ethanol-fueled option featuring a high compression ratio. Transmission options consisted of four-speed manual gearboxes until 1988, after which five-speed manuals were introduced. In Argentina, the R12 enjoyed a higher market positioning due to a limited Renault lineup (Renault 4, Renault 6, and Renault Torino), which led to enhancements such as air conditioning and upgraded upholstery aimed at narrowing the gap with the Torino model until the arrival of the Renault 18 in 1982. As a result, most estate versions came equipped with TS-level mechanical components and comfort amenities.
The Argentine Renault 12 also made its mark in motorsport, notably clinching its class (up to 1,600 cc) victory at the 1978 South American Marathon with driver Jorge Recalde and co-driver Jorge Baruscotti. R12 vehicles dominated their category by securing the top six positions.
- Renault 12 Alpine
The R12 Alpine represented a sportier edition crafted to bolster Renault’s rally reputation within the local market. It incorporated a locally assembled 1397 cc engine derived from the R5 Alpine (built using imported components), a fiberglass hood, rally-tuned suspension, and unique paint finishes. Delivering , it achieved an output close to . Acclaimed for its exceptional suspension—described by CORSA Magazine as "outstanding" and "handles like it's on rails"—only 493 units were handcrafted between 1977 and 1980 due to elevated manufacturing expenses that raised costs about 40% above the basic TL model. Occasionally, Alpine parts were utilized to enhance rally-prepared R12 TS models but remained uncommon.