Renault Medallion
| Company type | Car model |
|---|---|
| Industry | Automotive |
| Predecessor | Renault 21 |
| Founded | March 1, 1987 |
| Founder | American Motors Corporation |
| Defunct | 1989 |
| Fate | Discontinued after Chrysler acquisition |
| Successor | Eagle Premier (related model) |
| Headquarters | Maubeuge , France |
Area served | North America |
Key people | Giorgetto Giugiaro (designer) |
| Products | Mid-size sedan and station wagon |
| Owner | AMC, later Chrysler Corporation |
| Parent | American Motors Corporation, later Chrysler Corporation |
The Eagle Medallion, which was also marketed as the Renault Medallion, represents a rebadged and modestly modified North American variant of the French Renault 21. It was sold by American Motors Corporation under the Renault nameplate in 1988 and subsequently by Chrysler's Jeep/Eagle division in 1989.
This front-engine, front-wheel-drive mid-size sedan and wagon, featuring four doors, debuted in North America on March 1, 1987. Imported directly from France, it shared its underlying platform with the Renault 21. Notably, just over a week after its launch, Renault began divesting its AMC holdings to Chrysler on March 9, 1987.
History
The Renault 21 made its European debut in 1986, targeting the large family car segment dominated by vehicles like the VW Passat. Crafted by Giorgetto Giugiaro, it underwent modifications to comply with U.S. safety and emissions regulations before being rebranded as the Medallion for sale through Renault’s partner, American Motors Corporation (AMC). Introduced as a 1988 model on March 1, 1987, it addressed a void in AMC/Renault dealerships following the discontinuation of the Renault 18i/Sportwagon and AMC Concord. Between 1984 and 1987, AMC/Renault outlets lacked any sedan larger than the C-segment Alliance, making the D-segment Medallion essential for broadening their lineup.
Essentially an Americanized version of the Renault 21—a highly popular model in Europe—the Medallion was the second vehicle in a trio aimed at expanding AMC/Jeep/Renault dealer offerings beyond Jeep utility vehicles. This strategy commenced with the C-segment Renault Alliance in 1983 and culminated with the E-segment Eagle Premier, which launched approximately ten months after the Medallion. AMC/Renault set a target to sell between 40,000 and 45,000 Medallions annually.
Originally unveiled as the Renault Medallion during its winter 1986 press event, retail availability began shortly before Chrysler finalized its acquisition of Renault’s stake in AMC. The Medallion maintained Renault badging throughout 1988 despite Chrysler establishing the Jeep/Eagle Division late that year. To prevent overlapping branding during 1988, the vehicle was rebranded as an Eagle for the 1989 model year. Under Eagle branding, models displayed the Eagle head emblem instead of Chrysler’s traditional "Pentastar."
In 1989, sold as the "Eagle Medallion," these cars were distributed through Chrysler’s newly created Jeep-Eagle division. The existing network of nearly 1,200 AMC-Jeep-Renault dealers initially operated independently under Chrysler’s ownership. Although Chrysler pledged to continue AMC’s U.S. distribution efforts for the Medallion over five years, sales figures for these French imports fell short of initial projections.
Design
Produced in Maubeuge, France on the European Renault 21 platform, the Medallion was imported to North America but underwent re-engineering tailored to U.S. and Canadian markets. Changes included unique trim packages, redesigned front-end styling, reinforced bumpers for enhanced safety, upgraded safety features overall, and varied powertrain selections. Final assembly of options and trim took place at a U.S. port-of-entry facility.
This front-wheel-drive vehicle utilized a longitudinally mounted 2.2 L inline-four engine—also employed in Europe’s Renault 25—powering the front wheels through either a five-speed manual or a three-speed electronically controlled automatic transmission. While longitudinal engine layouts were uncommon among front-wheel-drive cars at that time, brands such as Audi, Saab, and Subaru adopted similar configurations. Renault selected this design for engines exceeding two liters due to requirements for more robust gearboxes incompatible with transverse mounting and to minimize torque steer by using equal-length half-shafts from a centrally positioned gearbox. Consequently, longitudinal-engine versions like the R21 and Medallion had slightly shorter wheelbases than their transverse-engine counterparts. There were plans to introduce a four-wheel-drive variant of the Medallion toward late 1988.
All variants came equipped with an aluminum overhead camshaft inline-four engine displacing 132 CID (2.2 L), featuring Bendix multi-point fuel injection. This powerplant delivered approximately 103 horsepower at 5,000 rpm and generated torque of about 124 lb·ft at 2,500 rpm. EPA fuel economy estimates were:
- Manual transmission: 42 mpg highway, 27 mpg city, combined average of 33 mpg
- Automatic transmission: 33 mpg highway, 22 mpg city, combined average of 26 mpg
The suspension system consisted of fully independent four-wheel setups: MacPherson struts at the front with negative offset for improved stability and a rear V-section cross-member incorporating four transverse torsion bars paired with inclined shock absorbers.
The aerodynamic profile of the Renault 21 influenced the Medallion’s contemporary wedge-shaped design language—characterized as sharp and modern relative to more boxy rivals. The station wagon variant earned praise as "arguably the most stylish compact wagon available."
Interior dimensions were generous within its category; the sedan's total interior volume measured approximately 115 cubic feet according to EPA standards for mid-size vehicles (which range from 110 to 120 cubic feet). Additionally, trunk space was notably ample.
Compared to the sedan, the station wagon featured an extended wheelbase providing around 100 cubic feet of passenger volume along with roughly 42 cubic feet of cargo capacity behind its second-row seats. It comfortably accommodated five adults and offered an optional front-facing third-row bench seat located in the cargo area—expanding passenger capacity similarly to models like the Oldsmobile Vista Cruiser and Ford Freestyle.
1988
The 1988 Medallion range consisted of the entry-level DL and the upgraded LX sedans, along with a DL wagon variant. Standard equipment included a tachometer, digital clock, AM/FM radio, tinted windows, tilt-adjustable steering wheel, power-assisted steering and brakes, and front seats with adjustable positioning. The wagon model offered additional features such as a lockable storage compartment, an adjustable roof rack, and a rear-window wiper. Actor George C. Scott served as the brand ambassador, emphasizing the Medallion’s increased dimensions, competitive engine performance, spacious interior, and warranty coverage.
Distinctive exterior styling incorporated skirted rear wheel arches, fixed chrome door handles with concealed mechanisms, and a decklid that extended over the rear fenders. At the front, flush-mounted composite headlamps—an AMC innovation—flanked a grille featuring the Renault diamond emblem set flush with the bodywork. Differences between DL and LX sedans included variations in taillight lens designs; later LX versions also offered an optional power sunroof. The station wagon featured a longer wheelbase and extended rear doors to facilitate easier access to the third-row seat, following French station wagon design principles focused on maximizing cabin space. This design philosophy was similar to competitors like the Peugeot 504 and 505.
Kiplinger's Personal Finance commended the Medallion wagon for its surprising comfort and extensive standard features at an affordable base price of $10,693. The publication highlighted its "powerful engine" suitable for urban driving and described the interior as "spartan" yet roomy and comfortable.
A week-long evaluation by The Milwaukee Sentinel of an automatic 1988 Medallion praised its visually appealing design and spirited performance, noting smooth highway cruising and combined fuel efficiency of . However, the sedan’s relatively light weight at was viewed as a disadvantage in windy conditions, and its sound insulation was considered insufficient. EPA fuel economy ratings for the wagon were city , highway , and combined .
In a long-term test by Popular Mechanics, the Medallion was characterized as "low on flash, high on comfort," especially during extended journeys and on rough city streets, ultimately deeming it a "pretty nice car." Other automotive guides recommended it for ride quality and spacious interiors while noting Chrysler lacked a comparable domestic model in this segment.
For 1988, American Motors provided an exclusive Ultra Plan warranty that included scheduled maintenance services. Following Chrysler’s acquisition of AMC, Chrysler handled marketing and financing for the 1988 Renault Medallion through Chrysler Credit Corporation until the end of that year.
1989
In 1989, Chrysler placed emphasis on the advanced technology present in Eagle models. The Medallion came equipped with Chrysler’s new "7/70 Protection Plan," offering comprehensive coverage for seven years or 70,000 miles. The rear emblem was updated to read "imported for Eagle," reflecting AMC's acquisition terms that permitted continued sales of Renault-produced vehicles in the United States. Nevertheless, Chrysler discontinued imports of the Medallion from Renault after 1989 and abandoned plans to introduce a four-wheel-drive Eagle station wagon.
Marketing
The Eagle brand name originated from AMC’s pioneering all-wheel-drive Eagle lineup; however, the Medallion itself was a conventional passenger car whose sales were hindered by ineffective marketing strategies. Despite positive reviews from automotive publications, AMC’s limited promotional resources combined with the transition to Chrysler-Jeep-Eagle dealership networks complicated its market introduction. Additionally, Renault’s abrupt withdrawal further disrupted dealer operations. The Medallion faced intense competition from both domestic and foreign sedans and wagons that were easier to market.
Speculation about internal difficulties within Chrysler following its acquisition of AMC raised doubts regarding ongoing support for the Medallion. Kiplinger's Personal Finance acknowledged Chrysler’s pledge to support the vehicle for at least five years; however, plans to replace the sedan with a four-wheel-drive wagon never came to fruition in the U.S., with the Eagle Summit Wagon debuting only in 1992. In Canada, a four-wheel-drive Eagle Vista wagon was available from 1989 through 1991.
The Medallion proved to be a strong contender within a competitive segment, achieving total U.S. sales of 25,672 units across three years. Its introduction coincided with Renault’s exit from the American market and Chrysler’s strategic focus on profitable Jeep models. Although well-regarded and enjoying a production run spanning nine years outside North America, Chrysler discontinued the Medallion shortly after acquiring AMC. Robert Lutz, then head of Chrysler, described both the Medallion and Premier as examples demonstrating that even attractive vehicles can struggle commercially.
Chrysler targeted consumers intending to purchase imports by transitioning Eagle models to badge-engineered vehicles sourced from Mitsubishi Motors—a partner since 1971. This strategy included investments such as the Diamond-Star Motors joint venture and establishing a new Illinois manufacturing facility capable of producing nearly 250,000 units annually. Meanwhile, Honda’s Acura brand entered the luxury market in 1986, intensifying competition.
The smaller Mitsubishi-built Eagle Summit was sold through Jeep-Eagle dealerships primarily as trade-in options for owners of Alliance and Encore models; meanwhile, legal complications delayed transitions involving Medallion sales. Internally, the imported Medallion competed against Dodge, Plymouth, and Chrysler offerings—likely diminishing corporate enthusiasm for promoting it alongside its larger sibling model Premier.
While both Summit and Premier were eventually replaced by newer models, no direct U.S. successor emerged for the Medallion despite later D-segment concepts such as the Eagle Jazz fastback and all-wheel-drive Optima sedan. In Canada, it was succeeded by the Eagle 2000GTX based on the Mitsubishi Galant platform.