Renault 18
| Company type | Public |
|---|---|
| Industry | Automotive |
| Founded | February 25, 1899 in France |
| Founder | Louis Renault, Marcel Renault, Fernand Renault |
| Headquarters | Boulogne-Billancourt , France |
| Products | Automobiles |
| Website | www |
The Renault 18 is a large family car manufactured by the French automaker Renault between 1978 and 1989, with production in South America continuing until 1994. It served as the foundation for the related Renault Fuego Coupé, sharing its chassis and drivetrain components. Initially, the Fuego utilized the front suspension from the larger Renault 20/30, a setup that became standard on all Renault 18 models starting in 1983.
Development
Created to succeed the outdated Renault 12, which remained available alongside it until 1980, the Renault 18 was developed swiftly within an eighteen-month timeframe by building upon the Renault 12's platform. Production volumes peaked in 1979 before experiencing a gradual decline. The earliest models predominantly featured the 1.4L engine, though the 1.6L variant soon gained popularity, with the 2.0L engine becoming the most common choice by 1986.
As Renault’s inaugural genuine "world car," the Renault 18 was manufactured in ten different countries spanning four continents, highlighting its international market approach under the motto Meeting International Requirements. In 1981, India's Maruti Udyog selected the Renault 18 for local assembly with plans to produce 100,000 units annually, including a pickup version aimed at competing with compact Japanese trucks. However, economic factors prompted a strategic shift toward smaller vehicles, leading Maruti to partner with Suzuki to produce the subcompact Suzuki Alto under license instead.
Renault Eve
The Renault 18 also formed the basis for the "Renault Eve" experimental vehicle. This concept car focused on fuel efficiency and incorporated a 1.1 L engine derived from the Renault 5, alongside cutting-edge technologies such as a microprocessor-based control system, specialized sensors, an electronically managed carburettor, a continuously variable automatic transmission, aerodynamic bodywork, and lightweight construction materials. The design achieved an impressively low drag coefficient of 0.239. This initiative received support from the French government.
Initial range
Manufacture of the Renault 18 commenced at Renault’s Flins facility in France in December 1977. The vehicle was unveiled at the Geneva Motor Show in March 1978 and went on sale the following month.
At launch, only a four-door saloon was available, offered in TL, GTL, TS, and GTS variants. The TL and GTL trims were equipped with a 1397 cc Renault Cléon petrol engine producing , coupled with a four-speed manual transmission. The TS and GTS models featured a 1647 cc A-Type engine (sourced from the Renault 17 TS) without fuel injection, delivering . The TS came with a four-speed manual gearbox; the GTS was fitted with a five-speed manual transmission. Both trims offered an optional three-speed electronic automatic gearbox. Automatic versions were labeled TS Automatic and GTS Automatic.
Starting in 1978, Renault 18s were assembled in Romania under the name Dacia 18, mainly for governmental use; fewer than one hundred units were produced before production ceased in 1979 due to licensing issues. This model was intended as a successor to the Dacia 1300 but was eventually discontinued.
The R18 represented Renault’s initial introduction of the 1.4 L Cléon engine into its mid-size lineup. Early versions utilized three-stud wheels similar to those found on the Citroën 2CV, differing from competitors that typically employed four- or five-stud wheels. From 1980 onwards, Turbo and Diesel models switched to four-stud wheels using suspension components borrowed from larger Renault vehicles such as the R20 and Fuego; following the facelift in 1983, all versions adopted four-stud wheel configurations.
Timeline
Production began in April 1978, with sales in the UK commencing shortly before Christmas that year. In the British market, the Renault 18 competed against established models such as the Ford Cortina, Morris Marina, Vauxhall Cavalier, and Chrysler Alpine—notably, all except the Alpine featured rear-wheel drive. The Renault 18 initially performed well in the UK, reaching its peak in 1980 as the tenth best-selling vehicle with sales exceeding 30,000 units. However, its popularity waned with the arrival of new British-manufactured rivals like the Ford Sierra, Vauxhall Cavalier, and Austin Montego.
At the 1979 Paris Motor Show (held in October 1978), several enhancements were introduced: rear seat belts became standard, and the automatic choke was replaced by a manual version. Additionally, a station wagon variant and a basic "Renault 18" trim were launched. The 18 Automatic was reclassified as a distinct GTL trim rather than merely an option for transmission. By 1980, all variants were equipped with a new alternator featuring an electronic regulator, and a diesel model was added in July. This diesel shared components with the Renault 20 Diesel, including a engine producing , negative offset front suspension, and larger four-stud wheels. Diesel trims included the TD (basic saloon and estate) with a four-speed manual transmission and TS-level features, and the GTD (saloon only) with a five-speed gearbox and GTS-level equipment. Power steering was optional on the GTD, while a five-speed transmission was available for the TD. Diesel variants accounted for less than 30% of yearly production.
The 18 Turbo debuted in September 1980, powered by a engine delivering and torque, boasting a claimed top speed of . It incorporated a five-speed manual gearbox, negative offset front suspension, four-stud alloy wheels, rear spoiler, and interior design elements borrowed from the Renault Fuego. A turbodiesel version followed, utilizing a high-performance 2.1 L diesel engine—the fastest in its category at that time—although it soon faced competition from sportier versions of the Vauxhall Cavalier (Opel Ascona) and Ford Sierra.
For the 1982 model year, several modifications were introduced: negative offset front suspension became standard on all trims; front turn signals changed from amber to clear lenses; bumpers and door handles transitioned from chrome to black polyester finishes; seat designs were revised to provide increased rear passenger space. The TL trim gained an optional five-speed gearbox; meanwhile, the GTL received an "economy-tuned" version of the engine along with a five-speed transmission, higher final drive ratio, electronic ignition system, and an "economizer" fuel consumption gauge. The TS and GTS trims were discontinued. A two-litre version continued production for export markets until late 1983.
In 1983, Renault launched the special edition R18 "American," limited to 5,200 units. This model featured a distinctive black over silver two-tone paint scheme and enhanced luxury features such as alloy wheels and upgraded interiors. Powered by the 1.6 L engine, it achieved strong sales figures. The following year saw introduction of the "American 2," which added central locking, radio equipment, and offered four color options—totaling approximately 14,000 units sold throughout Europe.
The "Type 2" facelift arrived in April 1984 with several updates: redesigned grille; front air dam became standard across all variants; saloons gained a standard rear spoiler; wheel design shifted from three-stud rims to larger four-stud rims—with base models fitted with center caps and higher trims featuring full wheel covers. The dashboard was replaced by that of the Renault Fuego. The French market received the 2 L GTX model in late 1983. Subsequent years involved minimal changes as attention turned toward launching the Renault 21 in early 1986. In France during 1986, a limited edition "18 Gala" range was introduced; production of Turbo models ended around 1985 after approximately 650 units were built. Manufacturing ceased in France by July 1986 but continued in Latin America until 1994; French production of export versions powered by the 2 L petrol engine persisted until 1989.
Estate model
By the end of the 1970s, production of the Renault 12 was coming to a close, making way for the introduction of the Renault 18 estate variants on 1 March 1979. Known as the R18 Estate—or "Break" in French-speaking countries and Argentina—these models were available in TL, LS, and TS trims, except in Australia where all locally produced Renault 18 sedans and estates carried the GTS designation. Designed to seat five occupants, the station wagons featured a rear folding bench seat that expanded cargo capacity to a maximum of with a flat load floor. This generous storage space was supported by rear coil springs with progressive rates and long-travel shock absorbers.
The estates shared their mechanical components with the sedan versions and matched their equipment levels. The TS estate, in particular, included shock-absorbing bumpers, door moldings, and front seat headrests borrowed from the 18 GTL saloon. The estate variant quickly gained popularity, nearly rivaling that of the sedan.
In Germany, the estate was initially sold under the name "Variable," which was later changed to "Combi" following a facelift. The Netherlands marketed it as "Stationcar," while Spain referred to it as "Familiar." In the United States, it was introduced as the "Sportswagon," later shortened to "Sportwagon."
January 1983 saw the debut of a four-wheel-drive version of the 18 Break, equipped with either 1.6 (later upgraded to 2.0) petrol engines or a 2.1 diesel option. This all-wheel-drive model targeted European markets prone to mountainous terrain or harsh winter weather, enhancing its suitability for those conditions.
U.S. and Canadian market
Since the 1960s, American Motors Corporation (AMC) had maintained assembly and distribution partnerships with Renault. In 1979, Renault acquired a controlling interest of 46% in AMC—the smallest automaker in the U.S.—with plans to introduce a larger front-wheel-drive vehicle tailored for North American consumers.
The Renault 18 underwent modifications for compliance with U.S. and Canadian regulations, including more stringent emissions standards, reinforced 5 mph impact bumpers, two-tone paint schemes, exposed sealed-beam headlights, and distinct hubcaps and interior finishes. These adaptations raised the sedan’s drag coefficient to 0.44. This North American iteration marked the first time Renault faced criticism for losing its traditional French design essence.
Beginning in 1981, AMC dealerships offered the fuel-injected four-door sedan and wagon (initially named "Sportswagon," later shortened to "Sportwagon") under the Renault 18i badge. The sedan was discontinued by 1983; however, the Sportwagon remained available until 1986, primarily comprising leftover stock from the 1985 model year.
The 18i came in either base or deluxe trims—the latter featuring an upgraded "high line" dashboard and leather "touring" upholstery—with transmission options including manual four- or five-speed gearboxes or a three-speed automatic. Powered by a Bosch L-Jetronic fuel-injected 1647 cc inline-four engine producing 82 hp at 5500 rpm (in federalized form), it achieved fuel economy ratings of approximately 38 mpg on highways and 25 mpg in urban driving for the 1982 model year. Owing to larger bumpers, U.S. versions measured longer: sedans at 178.7 inches and wagons at 181.5 inches in length. Plans to introduce a 2.1-liter diesel engine were abandoned following the decline of diesel demand in North America during the early 1980s.
In 1983, AMC eliminated the base trim level, offering only the deluxe model which incorporated improvements such as replacing the previous three-stalk control system with a simpler two-stalk setup. The four-speed manual transmission was discontinued as well, leaving buyers with either a five-speed manual or three-speed automatic option. Reviewers noted enhanced build quality compared to earlier releases that year. Sedan production ceased in 1983 while sales of the Sportwagon gradually diminished until its phase-out in 1986.
Concurrent with renaming to Sportwagon, the original 1.6-liter engine was replaced by a larger 2.2-liter unit sourced from the Fuego model and prominently badged on the rear hatch. Offered in Deluxe or Touring trims—the latter equipped with alloy wheels and sporty decals reminiscent of the 18 Turbo—the upgraded engine delivered up to 91 hp at 5000 rpm without changes to available transmissions.
For North America’s 1988 model year, the Sportwagon was succeeded by the Renault 21-based Eagle Medallion.
Assembly in Australia
Beginning in 1980, Renault Australia undertook the assembly of premium Renault 18 GTS saloon and estate models equipped with right-hand drive in Heidelberg. These vehicles were constructed from Completely Knocked Down (CKD) kits that were shipped from France.
South American markets
The Renault 18 was manufactured in Argentina, Colombia, Uruguay, and Venezuela, incorporating engines adapted to local requirements. Notably, the 1981 TX model featured a more robust 2.0 L four-cylinder Douvrin engine, designed to succeed the Renault Torino luxury-sports lineup.
In 1982, the GTX version debuted, introducing a fifth gear, air conditioning, and an enhanced engine output. That same year saw the arrival of the 18 Break estate available in TX and GTX variants, alongside the budget-friendly GTL sedan equipped with a 1.4 L engine delivering and a five-speed gearbox. The GTX-II followed, offering a basic onboard computer for monitoring fuel consumption and available with 1.6 L (TL), 2.0 L, and 2.1 L diesel engines; by 1993, a exclusive 2.2 L engine was added for the GTX-II.
Production by SOFASA in Colombia persisted until 1987. In Uruguay, manufacturing spanned from 1982 to 1994, utilizing Argentinian body shells combined with French-imported engines. Meanwhile, in Venezuela, C.A. Venezolana Producción Renault (CAVPR) produced the Renault 18 at its Mariara plant from 1980 through late 1987, offering petrol engines of 1.4 L (TL break), 1.6 L (GTS sedan), and 2.0 L (GTX sedan/break). After local assembly ended, imported units of the 2.2 L Super GTX remained available until replaced by the Renault 21 in 1989.
Renault Argentina also actively promoted the Renault 18 GTX in South American rally events, building upon the achievements of its predecessor, the Renault 12 TS.
Trim levels
| Trim designation | Years produced | Engine displacement | Features |
|---|---|---|---|
| Renault 18 TL | 1978–1986 | 1397 cc | Equipped with two-speed and intermittent wipers, electric washers, voltmeter, gauges for engine coolant and fuel, trip recorder, warning indicators, adjustable headlights, illuminated ashtray and storage compartments, heated rear window, anti-dazzle headlight adjustment, sun visors with vanity mirror, full carpeting, cloth upholstery, armrests, child safety locks, courtesy lights, front door pockets, center console with coin holder, reclining front seats, and front door-mounted loudspeakers |
| Renault 18 GTL | 1978–1986 | 1397 cc (1978–1982) 1647 cc (1982–1986) |
Adds foam-padded steering wheel, H4 iodine headlights, quartz clock, velour upholstery, styled wheels, interior courtesy lighting, map reading lamp, remote-controlled driver’s mirror, rear fog lamps, headlight wash/wipe system, pre-installed radio wiring harnesses, shock-absorbing bumpers, adjustable head restraints, and protective side moldings |
| Renault 18 LS | 1979–1981 | 1647 cc | Sportier variant based on TL |
| Renault 18 TS | 1978–1982 | 1647 cc | Includes TL features plus foam-padded steering wheel, H4 iodine headlights, quartz clock, velour upholstery, styled wheels, and interior courtesy lights |
| Renault 18 GTS | 1978–1983 | 1647 cc | Built on GTL features with added electric front windows and central locking |
| Renault 18 TD | 1980–1985 | 2068 cc Diesel | TL trim fitted with a 2.1-litre diesel engine |
| Renault 18 GTD | 1980–1986 | 2068 cc Diesel | GTS trim equipped with a 2.1-litre diesel engine |
Legacy
In France, the Renault 18 saw production exceed 2 million units. Its successor arrived in 1986 with the introduction of the Renault 21 saloon and the Nevada/Savana estate models. In the United States market, the Eagle Medallion took over from the Renault 18 starting in 1987. Meanwhile, the Spanish manufacturer FASA contributed an additional 268,484 vehicles produced at their Palencia and Valladolid facilities. Although the Renault 18 was phased out from most European markets by 1989, manufacturing persisted in South America through the mid-1990s; Argentina alone produced 132,956 units before ceasing production in 1993.
The UK market saw the Renault 18 launched in December 1978, with sales continuing until July 1986. Initial demand was robust, with more than 30,000 units sold in 1980, ranking it as the tenth best-selling car and the leading imported model during that period. However, its market share diminished as Ford, Vauxhall, and British Leyland introduced competitive alternatives. Overall, total imports into the United Kingdom reached 131,241 vehicles.
External links
- A personal Renault 18 site accessed 26 July 2022
- Renault 14 & 18 - English version accessed 26 July 2022