Renault 25
| Company type | Public |
|---|---|
| Industry | Automotive |
| Founded | February 25, 1899 in France |
| Headquarters | Boulogne-Billancourt , France |
| Products | Automobiles |
| Website | www |
The Renault 25 is an executive car manufactured by the French automaker Renault between 1983 and 1992.
As Renault's premier model, it represented the brand's largest and most luxurious offering, securing second place in the 1985 European Car of the Year awards. Production totaled nearly 781,000 units, all assembled at the Sandouville facility near Le Havre.
Introduction
Introduced at the end of 1983 with sales commencing in March 1984, the Renault 25 was a notable evolution from the earlier Renault 20/30 models. Its five-door liftback was crafted by designers Gaston Juchet and Robert Opron, aimed at consumers who preferred formal sedans but desired a notchback silhouette highlighted by a distinctive wraparound rear window—an element characteristic of Opron's styling.
Designed with aerodynamic efficiency in mind, the Renault 25 achieved drag coefficients as low as 0.28 on its 2.0-liter variants, while diesel and V6 versions registered up to 0.33, contributing to improved fuel efficiency. For a period, the TS variant unofficially held the title of "world's most aerodynamic mass-produced car." The entire lineup featured front-wheel drive with longitudinal engine placement, offering powertrains ranging from four-cylinder petrol and diesel units to six-cylinder V6 turbocharged engines. Additionally, a turbodiesel option was available.
Performance levels were above average within its segment, particularly with the V6 Turbo engine. The vehicle was recognized for its comfortable ride quality and agile handling, although turbocharged models exhibited some understeer and torque steer. The manual gearbox earned commendations for its smooth operation and accuracy.
The interior, envisioned by Marcello Gandini, combined futuristic aesthetics with spaciousness, focusing on passenger comfort and ambient lighting. Equipment was advanced compared to contemporaneous French vehicles, featuring power windows with one-touch up/down functionality, audible alerts for vehicle status, and among the earliest remote stereo controls positioned near the steering column.
This model marked Renault’s return to producing full-size vehicles outside France since World War II.
Automatic transmission
The automatic transmission was regarded as the Renault 25’s weakest component in terms of durability, resulting in most surviving cars being equipped with the five-speed manual gearbox. Three automatic transmissions were utilized: two three-speed units (MJ3 and 4141) and a later four-speed AR4 model also employed in the Renault Safrane under designations AD4/AD8. The automatic transmission fluid (ATF) cooler—particularly on AR4 transmissions—was prone to design flaws and substandard quality, leading to frequent reliability problems. Leaks from these coolers often caused gearbox failures without much warning, frequently going unnoticed by drivers.
Failures typically emerged within a few years after production commenced. Renault provided a replacement program for the defective coolers regardless of mileage or vehicle age; however, their placement in front of the right wheel remained unchanged. As a result, Renault 25 models equipped with AR4 automatic transmissions have become increasingly rare.
Facelift
In June 1988, the Renault 25 underwent a thorough facelift that included redesigned front fascia, updated taillights, upgraded interior materials, and revised front suspension components—all exterior panels were refreshed to present a sleeker appearance. More powerful engines were introduced; notably, the 2.2i unit was discontinued in favor of a 12-valve 2.0i producing .
A small number of post-facelift vehicles retained the 2.2i engine to clear existing stock, with output modestly increased to . While this engine was removed from French market offerings in 1990, it remained available for export markets until production ceased in February 1992 when it was replaced by the Renault Safrane.
Trim levels
The trim configurations for the French market were as follows:
- Level 1: Basic equipment with optional power steering, front power windows, and audio system. Lacked side cladding and rear wiper; fitted with single-beam headlights.
- Level 2: Included power steering and front power windows as standard, a two-speaker stereo, side cladding, and rear wiper; an upgraded Philips 2 x 6 W sound system with steering wheel controls was optional.
- Level 3: Featured power windows at front and rear, power-adjustable mirrors, and a standard Philips 2 x 6 W stereo; optional extras included a trip computer, digital fuel gauge (for gasoline models), ABS, air conditioning, and an enhanced Philips 4 x 20 W audio system.
- Level 4: Came equipped with the Philips 4 x 20 W stereo and express up/down function on the driver’s window; dual-beam headlights were standard.
- Level 5: Added air conditioning, leather upholstery, ABS, seven-way power-adjustable front seats, adjustable rear headrests, and elmwood trim.
- Level 6: Offered automatic climate control, cruise control, a voice synthesizer system, airbags, memory settings for seats and mirrors, power-operated door locks/trunk release/closure, speed-sensitive power steering, and an alarm system.
- Level 7: For Baccara models only, featured electronically controlled hydraulic suspension allowing sport or automatic modes that adapt shock absorber settings according to driving conditions.
Renault 25 Baccara
In October 1988 (phase 2), the V6 Injection variant was introduced with the upscale Baccara trim, distinguished by exclusive Amber leather seating.
Starting April 1990 (phase 3), following the implementation of Euro 1 emission standards requiring catalytic converters, the Baccara designation was extended to V6 Turbo versions. These received revised electronic turbo management that boosted the V6 Turbo’s output while slightly reducing that of the V6 Injection.
Phase 3 Baccara models came standard with ABS, electric windows front and rear, automatic climate control, cruise control, height-adjustable headrests, Amber or Cinder leather seats, and the "Ergomatic" package featuring airbags and electrically adjustable driver's seat memory. Interior appointments included Alcantara coverings on doors, pillars, and headliner; elm burl trims on door strips and gear knob; a three-spoke leather steering wheel embossed with "Baccara"; plus a faux leather dashboard.
Exterior upgrades incorporated a spoiler, "Baccara" alloy wheels (BBS spoke wheels on V6 Turbo), and "Baccara" badges on the quarter pillars and tailgate. Color options featured Arabica Brown, Tungsten Gray, Bordeaux Black Sherry with double gold side stripes, along with additional hues such as Tyrol Green 999, Prussian Blue 447, Black 676, Persian Red 777, and Bleu Sport 449 available on Turbo models until late production.
Renault 25 Limousine
The Renault 25 Limousine was distinguished by an extended wheelbase compared to the standard model and was offered in two configurations: a version with a standard rear bench seat and an Executive variant featuring two electrically adjustable individual rear seats. This limousine was exclusively available with the 2.7 L V6 engine for right-hand drive markets. Although it was discontinued from Renault UK’s range within two years of its debut in 1985, it continued to be sold in other European countries.
Specialized coachbuilders such as Boonaker manufactured armored versions equipped with bulletproof protection and installed 2.5 L V6 Turbo engines. A notable armored limousine variant of the Renault 25 was used as an official vehicle for the President of France.
Renault 25 station wagons
Heuliez, the coachbuilding firm, proposed a station wagon variant of the limousine under the name "Sologne," but Renault rejected the concept, and no prototype was ever developed.
The Belgian manufacturer EBS (Ernest Berg Systemes), known for producing the R25 Cabriolet, marketed a conversion kit that transformed a Renault 25 into a shooting brake style station wagon featuring a rear tailgate.
Engines
(Specifications pertain to the French market unless otherwise noted. All horsepower figures are metric.)
Petrol engines
- 2.0 L carbureted 8-valve inline-four TS (1984–92, trim level 1) and GTS (1984–92, trim level 2). Maximum speed: 182 km/h (113 mph)
- 2.0 L fuel-injected 8-valve inline-four (107 PS with catalytic converter for export models)
TX (1987–88, trim 2; 1989–92, trim 3) and TXE (1990–92, trim 4). Top speed: 195 km/h (121 mph) - 2.0 L fuel-injected 12-valve inline-four TI (1991–92, trim 3) and TXI (1990–92, trim 4). Maximum velocity: 203 km/h (126 mph)
- 2.2 L fuel-injected 8-valve inline-four
GTX (1984–89 all markets, trim 3; 1990–92 export only, trim 4). Top speed: 205 km/h (127 mph) - 2.2 L fuel-injected 8-valve inline-four
GTX (1984–89 all markets, trim 3; 1990–92 export only, trim 4). Maximum speed: 189 km/h (117 mph) - 2.7 L PRV fuel-injected 12-valve V6 V6 Injection (1984–88, trim 4). Top speed: 201 km/h (125 mph)
- 2.8 L PRV fuel-injected 12-valve V6 (catalytic converter fitted from 1990 onwards)
TX-V6 (1991–92, trim 3), V6 Injection and Baccara (1989–92, trims 4 and 5). Maximum velocity: 212 kilometres per hour (132 mph) - 2.8 L PRV fuel-injected 12-valve V6
TX-V6 (1991–92, trim 3), V6 Injection and Baccara (1989–92, trims 4 and 5). Top speed: 208 kilometres per hour (129 mph) - 2.8 L PRV fuel-injected 12-valve V6
V6 Injection (1987–88). Maximum speed: 199 kilometres per hour (124 mph) - 2.5 L PRV turbocharged fuel-injected 12-valve V6 V6 Turbo (1985–90, trim level 4) featuring unique elements such as steering wheel design and alloy wheels. Top speed: [convert: invalid number]
- 2.5 L PRV turbocharged V6 V6 Turbo and V6 Turbo Baccara (1990–92, trims levels 4 and 5). Maximum velocity: 233 kilometres per hour (145 mph)
Diesel engines
- 2.1 L naturally aspirated 8-valve inline-four TD (1984–88, trim level 1) and GTD (1984–92, trim level 2). Top speed: 155 kilometres per hour (96 mph)
- 2.1 L turbocharged 8-valve inline-four Turbo-D and Turbo-DX (1984–92, trims levels 3 and 4). Maximum speed: 172 kilometres per hour (107 mph)
Australia and the United Kingdom
From 1985 onward, the R25 was exported to Australia with a starting price of A$35,000. Unlike the four-wheel disc brakes on the Renault 18, this model employed a disc/drum brake configuration and did not include cruise control.
In the United Kingdom, exports commenced in 1984 where the hatchback body style set it apart from conventional saloon cars. The GTX model aligned with trim level three and was powered by a 123 hp 2.2i engine. Following the facelift, the GTX was succeeded by the TXI equipped with a more powerful 140 hp two-liter twelve-valve engine. This twelve-valve cylinder head was later integrated into the J7T version of the Safrane’s two-point-two-liter engine, which delivered improved torque at the expense of a less free-revving character.
Prior to the facelift in the UK market, available trims included TS; Monaco—a special edition featuring metallic brown paint and leather upholstery; GTX; V6; and V6 Turbo. After the update, the lineup consisted of TX (available with either a two-liter twelve-valve or special order two-point-two-liter engine), TXI (two-liter twelve-valve or special order two-point-two-liter), V6; a short production run of V6 Turbo; and Baccara—positioned as the premium variant with either a two-point-eight-liter V6 or two-point-five-liter turbocharged V6 powertrain. The Phase Two two-point-two-liter engine producing 123 hp was offered only while existing stock lasted; its lower compression variant rated at108 hp was not sold in this market.
Eagle Premier/Dodge Monaco
The full-size Canadian-built Eagle Premier, introduced in 1988 by American Motors Corporation (AMC), was constructed on the Renault 25 platform.
Designed by Italdesign Giugiaro, the Premier incorporated the Renault 25's chassis but utilized suspension components derived from the Eagle Medallion (based on the Renault 21). Unlike the hatchback configuration of the R25, this model featured a genuine four-door sedan layout with a distinct trunk. AMC was responsible for the interior design.
After Renault divested its 47% ownership in AMC to Chrysler in 1987, the vehicle was branded as the Eagle Premier. Between 1990 and 1992, Chrysler marketed a rebadged variant under the name Dodge Monaco.
Club
There are several enthusiast groups dedicated to this automobile globally, with particular prominence given to the French "Club Renault 25 Français." This organization aids in vehicle upkeep by producing numerous replacement parts to ensure the longevity of Renault 25 models.