Renault Premier
| Industry | Automotive |
|---|---|
| Predecessor | American Motors Corporation (AMC) |
| Founded | 1987 |
| Headquarters | Brampton , Canada |
| Products | Full-size executive automobile |
| Parent | Chrysler Corporation |
The Eagle Premier represents a full-size executive automobile jointly developed in the 1980s by American Motors Corporation (AMC) in collaboration with Renault, and was assembled at the newly established Brampton Assembly facility in Canada. Following Chrysler's acquisition of AMC in 1987, the vehicle was marketed under Chrysler's Eagle division.
Manufactured from September 1987 for the 1988 model year through December 1991 for the 1992 model year, this four-door sedan was also sold as the Dodge Monaco between 1990 and 1992. In Japan, the Premier was distributed under the Chrysler nameplate.
Design
Beginning in 1982, AMC and Renault initiated development on a downsized full-size front-wheel-drive vehicle, internally designated X-58, aiming for a release in late 1986. A two-door coupe variant, known as X-59, was slated for introduction in 1988. These projects sought to broaden AMC’s product range beyond subcompact models such as the Renault Alliance and Encore, addressing increasing consumer interest in larger family sedans like the Chevrolet Celebrity and Ford Taurus.
The Premier’s underlying structure was derived from the Renault 25 monocoque chassis, while its suspension system took inspiration from the Renault Medallion, featuring independent suspension on all four wheels with MacPherson struts at the front and torsion bars at the rear, both stabilized by anti-roll bars.
Styled by Giorgetto Giugiaro’s Italdesign studio, the Premier’s body achieved an aerodynamic drag coefficient of 0.31—surpassing even the well-regarded 1986 Ford Taurus—and was finished with a baked enamel clearcoat protected by a seven-year or 100,000-mile warranty. Its trunk provided a generous cargo capacity of 16.3 cubic feet.
The car incorporated advanced lighting technology through Valeo headlamps equipped with complex-surface reflectors and optical lenses, enhancing both aesthetic appeal and illumination performance.
Inside, AMC’s Dick Teague crafted an interior prioritizing driver accessibility to electronic controls, including a dashboard-mounted gear selector reminiscent of classic Chrysler designs. Notable innovations comprised electronic turn signals with automatic cancellation alerts, an optional cruise control integrated into a leather-wrapped steering wheel, intermittent windshield wipers with variable speed responding to moisture levels, and a computer-managed automatic climate control system that delayed blower operation until the heater core reached optimal temperature for enhanced comfort.
Standard equipment across all models included an electronically controlled AM/FM stereo system featuring self-diagnostic functions; ES trim levels upgraded to premium speaker systems. Subsequent model years introduced sophisticated audio options such as seven-band equalizers and CD players.
Engine choices began with a base 2.5-liter AMC inline-four equipped with electronic throttle-body fuel injection delivering 111 horsepower and 142 lb-ft of torque, mated to a four-speed automatic transmission developed by ZF. Estimated EPA fuel economy stood at 22 mpg in city driving and 31 mpg on highways. However, production numbers for four-cylinder variants remain uncertain.
The ES trim came standard with a 3.0-liter PRV V6 engine featuring multiport fuel injection that generated 150 horsepower and 171 lb-ft of torque, achieving an EPA rating of 18 mpg city and 27 mpg highway. Acceleration from zero to 60 mph was estimated at approximately 11.5 seconds for the four-cylinder model and around 10 seconds for the V6. Both powertrains were backed by a competitive seven-year or 70,000-mile warranty.
Bob Lutz, then serving as Chrysler’s vice president, commended the Premier as part of an "impressive succession of new products" acquired through AMC’s purchase, effectively replacing Chrysler’s problematic Liberty project.
Industry experts lauded the Premier as "a world-class automobile," merging Italian design expertise with Canadian manufacturing and delivering "European-style handling" alongside an unusually spacious interior—122 cubic feet—which was rare among mid-sized sedans at that time. Popular Mechanics recognized it as AMC-Renault’s final offering featuring powerful engines and cutting-edge electronics produced within one of the most modern assembly plants globally. Car and Driver described it as a "pleasant surprise" among European-inspired sedans poised to compete strongly in its segment.
1988
The Eagle Premier debuted in January 1988, with production commencing on September 28, 1987. Although occasionally referred to as the Renault Premier, it was never sold under the Renault name. Initial prototypes displayed Renault badges but were replaced with Eagle emblems prior to release. Planned versions such as a station wagon, coupe, and a DL trim featuring a five-speed manual transmission were canceled following Chrysler's complete acquisition of AMC.
The LX trim offered seating for six passengers, including reclining 55/45 split front bench seats and a fold-down armrest in the rear. A four-speed automatic transmission with a column-mounted shifter was standard. The ES model introduced bodyside cladding, firmer suspension tuning, larger tires, individual front bucket seats with adjustable headrests, and a full-length center console, accommodating five adults. Front bucket seats were an option on the LX; console shifters could be added to both trims.
Chrysler promoted the Premier as "shaped right," highlighting its distinction as North America's most aerodynamically efficient sedan, blending American styling with European driving dynamics.
1989
Changes for the 1989 Premier were modest, including the addition of cruise control and the mid-year launch of the ES Limited variant featuring monochromatic paint and body-colored trim. ES models now came standard with eight high-quality "Accusound by Jensen" speakers.
Advertising emphasized the Premier’s fully independent suspension system for assured handling, backed by an exclusive seven-year/70,000-mile warranty. Although Iacocca announced plans for a sporty two-door model to elevate Eagle’s premium image, this version never reached production.
Exports to Japan
In 1989, sales commenced in Japan with the Chrysler Premier ES, equipped with a 3.0 L V6 engine paired to a four-speed automatic transmission. Despite carrying Chrysler branding and model code E6U, it retained Eagle badges from the U.S. version. Adaptations for Japanese regulations included front fender indicator lights and amber rear turn signals. Sales concluded in 1990.
1990
The 1990 model year brought notable upgrades: four-wheel disc brakes became standard, a stainless steel exhaust system was introduced, and the original Renix electrical components were replaced by Chrysler’s more dependable system. Exterior revisions included removing Design Giugiaro badges from the front fenders. The four-cylinder engine option was discontinued as fuel concerns diminished, leaving only the V6 available.
A rebadged counterpart named the Dodge Monaco was launched, reviving a name last seen in 1978 on a full-size sedan. The Premier’s contemporary design served as a basis for Chrysler’s subsequent vehicle generations. Additionally, the automatic transmission shifter was relocated to the floor to enhance driver ergonomics.
1991
For 1991, an anti-lock braking system (ABS) became standard equipment on the ES Limited and remained optional on other trims. The Limited also received updated front grille styling and redesigned rear tail lamps.
In response to declining sales, Chrysler implemented aggressive incentives including $1,000 dealer discounts off invoice price, $1,500 customer rebates, and $2,000 dealer bonuses after selling four units. These offers lowered ES Limited prices from $19,978 to $15,478. Early in the year, inventory levels reached a peak of 222 days but fell sharply to just 28 days by year-end at Jeep-Eagle dealerships—significantly outperforming competitors such as the Chevrolet Caprice which had a supply of 119 days.
1992
For the 1992 model year, the Eagle Premier and its closely related Dodge Monaco sibling saw minimal modifications, with every trim level now featuring the grille and rear light assemblies that were previously exclusive to the Limited edition. Chrysler declared 1992 as the final production year for the Premier, as it prepared to introduce the new LH series vehicles at the Bramalea assembly facility. Manufacturing of both the Dodge Monaco and Eagle Premier concluded on December 17, 1991.
Production Figures:
| Year: | Units produced: |
|---|---|
| 1988 | 45,546 |
| 1989 | 41,349 |
| 1990 | 14,243 |
| 1991 | 11,634 |
| 1992 | 4,730 |
| Total: | 117,502 |
Legacy
The Eagle marque aimed to attract customers who typically preferred European sedans such as Volvo or Audi models. Positioned as Eagle’s premium flagship under Chrysler’s umbrella, the Premier competed against vehicles like the Audi 5000 by offering a spacious and sophisticated alternative. Popular Science praised it as one of the sportiest sedans available in America at that time, emphasizing its fully independent suspension system and rack-and-pinion steering that delivered enhanced ride comfort and handling precision. Weighing approximately 2999 pounds curb weight, it was Chrysler’s lightest and most rigid car during its production run, benefiting from Renault’s expertise in front-wheel-drive technology.
Initial forecasts planned for an annual output of 150,000 units. Magna International secured a contract in 1986 to manufacture body panels for the Premier and received $10 million in grants from the Canadian government to expand its stamping operations in Milton, Ontario. Despite these plans, actual sales volumes fell short; production in 1989 totaled only 32,720 units.
Analysts contend that Chrysler misaligned the Premier’s market positioning—ES trims were compared to import models like the Audi 80 and Acura Legend, whereas LX versions targeted domestic competitors such as the Ford Taurus and GM’s A-platform cars (including Buick Century and Chevrolet Celebrity). Following Chrysler’s acquisition of AMC, the company managed six separate brands—nearly matching General Motors’ portfolio despite operating at a smaller scale—placing strain on marketing capabilities. Moreover, Jeep-Eagle dealerships prioritized more lucrative Jeep products over promoting the Premier.
Throughout its production life, the Premier retained significant AMC and Renault engineering heritage; for example, its 1988 model year vehicle identification numbers adhered to AMC formatting standards, and many components carried AMC branding. The Dodge Monaco variant was introduced primarily to satisfy a contractual requirement to utilize 260,000 PRV engines supplied by Renault over a five-year period. Both models experienced disappointing sales figures and were discontinued in 1992. Marketing efforts by Jeep-Eagle dealers were limited due to their focus on Jeep sales and Chrysler’s strategic plan to phase out Eagle by consolidating it with Chrysler-Plymouth dealerships. In total, 139,051 units of Premiers and Monacos were assembled at Bramalea; Chrysler faced penalties related to unmet production goals and engine purchase agreements.
Bramalea Assembly—a cutting-edge plant located near AMC’s Brampton facility—was constructed specifically for producing the Premier before being retooled for Chrysler’s LH platform vehicles launched in late 1992: the Premier’s successor Eagle Vision alongside the Dodge Intrepid and Chrysler Concorde. François Castaing, formerly AMC’s vice president of product engineering who joined Chrysler in 1988 as vice president of vehicle engineering, played a significant role in shaping the LH platform design heavily influenced by the Premier. Notably, LH vehicles featured longitudinally mounted engines—a hallmark of Renault front-wheel-drive layouts—and their transmissions shared similarities with those used in four-cylinder Premiers. The Premier’s body structure also served as test prototypes during LH development.
Although exclusively offered as a four-door sedan, automotive journalist Dan Roth regarded the Premier as a potential future classic—one of the finest American cars produced in two decades capable of rivaling luxury European brands while preserving AMC’s engineering legacy beyond Jeep.