Renault Virage
| 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 12 is a mid-sized family vehicle introduced by the French manufacturer Renault at the Paris Motor Show in October 1969. Production in France continued until 1980. This model was available as both a saloon and an estate and was also produced under license internationally well into the early 2000s.
Initial reviews across Europe commended the car for its roomy cabin, design, performance, and fuel economy. Conversely, North American assessments pointed out drawbacks such as engine noise, lack of power steering, and inadequate ventilation.
Although production ceased in Western Europe by 1980, the Renault 12 remained in manufacture through Renault’s global partners. The final R12 rolled off Turkish production lines in 2000, while Romanian manufacturer Dacia continued producing R12-derived models—the "1310" saloon and estate until 2004, and an R12-based pickup truck until December 2006.
With roughly 2.5 million units sold worldwide, the Renault 12 achieved significant commercial success.
Project
In January 1964, the Styling Center initiated work on the 117 project to fill the gap between the Renault 8 and Renault 16. The goal of Project 117 was to develop an affordable, straightforward vehicle featuring ample interior space, a large trunk, and a small-displacement engine. It was designed for easy global manufacturing, dependable performance in export markets, comfort suited to French consumers, and flexibility to accommodate various body styles.
Body
The design process of the Renault 12 ran concurrently with that of the Renault 16; some early concepts for the R16 bore closer resemblance to what would become the R12 than to the final R16 model. From a technical standpoint, the R12 differed from both the R16 and Renault 4. Like more than sixty percent of French cars at that time, it employed front wheel drive, but with a distinctive configuration: its engine was mounted longitudinally ahead of the front axle, unlike the rear-mounted engines found on the R4 and R16.
Unveiled at the Paris Motor Show in October 1969, the Renault 12 launched as a four-door saloon available in L and TL variants. The TL trim included features such as two individual reclining front seats, armrests on doors, illumination inside the boot and glove compartment, a heated rear window, and additional warning indicators.
Engine
While it was feasible to fit the lightweight engine from the Renault 16—which was later used in upscale versions—Renault focused on maintaining cost efficiency within the 1300 cc market segment. Unlike its premium rival Peugeot 304, Renault opted against using the aluminium engine block from the R16 due to expense considerations. Instead, they enlarged an iron-block version of the Cléon unit originally from the Renault 8/10, increasing displacement to 1289 cc. This engine produced SAE (DIN) power output sufficient for a top speed of approximately 145 km/h (90 mph).
The enhanced five-bearing Cléon engine preserved removable cylinder liners while avoiding then-trendy "oversquare" engine dimensions. Many parts such as oil pumps and distributors were carried over unchanged; only cylinder liners, connecting rods, pistons, and crankshaft were extensively redesigned. The cylinders were evenly spaced to accommodate a larger bore diameter (73 mm) while ensuring adequate coolant circulation.
Positioning the engine longitudinally ahead of the front wheels concentrated most mass over the front axle and enabled a straightforward floor-mounted gear lever arrangement—contrasting with dashboard or steering column selectors found in other vehicles. Early models featured a handbrake located beneath the dashboard that was later relocated between the front seats.
Suspension
Unlike the R4 and R16, the R12 employed a rigid yet lightweight rear axle instead of utilizing four-wheel independent suspension. This design decision was often regarded as a regression by observers, especially given Renault's reputation for comprehensive independent suspension systems spanning over twenty-five years.
Later developments
In 1970, Renault expanded the lineup with two new models: an estate version that matched the saloon in both trim and engine options, and the sporty Renault 12 Gordini. The Gordini was equipped with the all-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, standard rear disc brakes, and enhanced suspension tuning. Capable of reaching , it was marketed with unique paint schemes, most notably French Blue accented by twin white stripes. After selling 2,225 units in 1971, demand declined significantly; production ceased in 1974 after a total of 5,188 units were built, compared to 11,607 Renault 8 Gordinis sold.
October 1972 introduced the upscale R12 TS model, powered by a 1289 cc engine equipped with a single double-barrel Weber carburettor producing , achieving a top speed of . Identifying features included Gordini-style wheels, a chrome side trim strip, and in certain markets, dual auxiliary headlights. The TS trim also incorporated integrated headrests, a tachometer, and a coolant temperature indicator. That same month saw the handbrake lever relocated to the floor between separate front seats, replacing the previous bench seat configuration.
At the October 1973 Paris Motor Show, Renault unveiled the R12 TR variant positioned between the TL and TS trims. This model featured a three-speed automatic transmission with an electronically managed torque converter developed in-house by Renault. This transmission technology had previously been offered on the Renault 16 and more recently on the Renault 15 and 17 coupés.
The entire R12 range underwent a facelift in 1975 that included a streamlined grille design, redesigned rear light clusters, and an updated dashboard layout. Although the Renault 18 launched in 1978 as its successor, production of the Renault 12 in France continued for an additional two years despite the new model’s immediate market success.
Across the world
The Renault 12 was truly an international vehicle, manufactured in at least twelve countries and sold globally. It also inspired the GNW Duiker project—a proposed sporting convertible with a fiberglass body intended to become Rhodesia’s national car—which was ultimately abandoned by investors in late 1972 after limited production.
Romania
Dacia acquired the tooling and fundamental designs of the Renault 12 and produced it under various body styles as the Dacia 1300 from 1969 through 1979. Its successor model, the Dacia 1310—based on the original 1300—remained in production from 1979 until 2004.
Over more than three decades, nearly 1.96 million vehicles were manufactured alongside approximately 318,969 units of the Dacia Pick-Up series produced between 1975 and 2006.
Turkey
In Turkey, Oyak-Renault produced a model derived from the Renault 12 from 1971 until 2000. Early examples closely resembled the original R12; however, a facelift in 1989 rebranded it as the Renault Toros, which was eventually discontinued due to increasingly stringent European emissions regulations. The "Toros" name is inspired by both the Taurus Mountains () and its TS submodel designation. Available as either sedan or station wagon (TSW), it featured a carburetted 1.4-litre C1J (Cléon) engine producing , coupled with four- or five-speed manual transmissions.
The Renault 12 holds the distinction of being Turkey’s first domestically produced vehicle exported internationally, beginning with shipments to Lebanon in 1973. Other export destinations included Algeria, Azerbaijan, Congo, Gabon, Ivory Coast, Mali, Mauritania, Morocco, Northern Cyprus, Niger, Senegal, Togo, Tunisia, and Upper Volta.
Australia
In 1970, the Renault 12 was honored with the Car of the Year award by Australia's Wheels magazine. Assembly took place at Renault Australia's Heidelberg facility in Melbourne, where CKD kits were used alongside locally sourced parts such as seats.
The Australian versions closely followed the UK specifications, including the 1976 facelift. However, starting in 1971, a unique wiper system was introduced to meet Australian Design Rules (ADR), a modification also applied to other locally produced vehicles like the Peugeot 504 and Triumph 2.5. By the mid-1970s, approximately half of the components were sourced domestically.
October 1976 saw the replacement of the 1,289 cc engine with a larger 1,397 cc powerplant, marketed as the Renault 1.4 Litre or simply "Renault 1.4". This variant incorporated the French facelift's updated grille and dashboard and complied with ADR27A emissions standards through additional controls. Although heavier than the earlier 1.3-liter Renault 12XL, this engine delivered around a 10% increase in power, producing 49 kW at 5750 rpm and boosting torque by 13%. It achieved a top speed of 150 km/h and consumed roughly 9 L/100 km of fuel. The saloon model weighed in at 920 kg, with the station wagon being somewhat heavier.
In May 1978, the model was rebranded as the Renault Virage, retaining mechanical similarities but featuring distinctive twin round headlights. Australian manufacturing ceased in 1980.
New Zealand
The Renault 12 was built from CKD kits at the Campbell group’s Thames plant in New Zealand. This facility later transitioned into a Toyota New Zealand factory and is currently utilized for refurbishing imported used vehicles. Locally assembled Campbell models incorporated about 50% domestic content, including components such as glass, upholstery, tyres, carpets, paint, radiators, and batteries. Both sedan and wagon versions were offered in a single trim level.
Yugoslavia
In 1972, Renault entered a strategic alliance with Yugoslav manufacturer IMV based in Novo Mesto, SR Slovenia. IMV, which had experience assembling various Austin Motor Company models, expanded its production to include not only the Renault 4 but also the Renault 12, Renault 16, Renault 18, and Renault 5 specifically for distribution within Yugoslavia.
North America
In Canada, SoMA assembled the Renault 12 from CKD kits at their Québec facility from 1970 until mid-1973. Initial Canadian models were equipped with a 60 HP SAE gross rated 1289 cc engine and featured unique lighting arrangements. Post-1973 vehicles were fully imported from France with an upgraded aluminum-block engine of 1647 cc and revised headlights. To comply with stricter emissions regulations starting in late 1977, a new 1.4-liter engine producing 66.5 HP SAE Gross at 5000 rpm was introduced. Canadian offerings included trims such as base, L, TL, GTL, and Station Wagon variants; automatic transmissions were available on select models. Total sales in Canada amounted to 25,662 units and included a special "Nordic" edition (1978–79) equipped with Scandinavian-market features like headlight washers and aluminum front fenders. This edition was exclusively sold in Metallic Blue with simulated wood trim on station wagons. Sales declined sharply after the late seventies, dropping to just 37 units sold in 1981.
The Renault 12 made its US debut in May 1971 as a TL sedan or Station Wagon—the latter being Renault’s first wagon offering stateside. Additional trims such as base and L were later introduced, with prices ranging from US$2,195 to US$4,498 for the highest-spec Station Wagon model. US-spec cars featured quad headlamps, side marker lights, and a bonnet bulge designed to accommodate a larger engine and emissions equipment. Its longitudinal front-wheel-drive layout set it apart from most European imports.
The US-specific all-aluminum engine displacing 1565 cc shared components with the Renault 16 but included steel cylinder liners; it initially delivered 73 HP SAE at 5000 rpm with an compression ratio of 8.6:1. In 1973, this was superseded by a larger hemispherical-head engine of 1647 cc that produced less power (69 HP) due to more stringent emissions standards; power further dropped to 65 HP in the following year after compression ratio reductions. The model year of 1976 introduced a two-barrel carburetor along with increased compression ratio that restored output to 72 HP and brought in a more upscale GTL trim level. Despite these improvements, sales remained limited amid mounting competition from reliable and affordable Japanese imports. The Renault 12 continued to be offered in the US through the end of the 1977 model year.
South America
In Brazil, the Renault 12 was marketed under the name Ford Corcel and subsequently as the Ford Del Rey after Ford do Brasil took over the manufacturing facility and acquired rights from Willys-Overland, which had collaborated with Renault to develop the Brazilian model in the late 1960s. The Corcel made its debut in Brazil in 1968, preceding the Renault 12's launch in France.
Throughout the 1970s and 1980s, the Renault 12 enjoyed considerable popularity in Argentina and Colombia. In Colombia, assembly was handled by Renault SOFASA using CKD kits imported from Argentina and France between 1973 and 1981. Meanwhile, in Argentina, production took place at Renault Argentina’s "Santa Isabel" plant located in Córdoba from November 1971 until November 1994. The estate (Break) variant was manufactured from 1973 through 1992, with a combined output of approximately 450,000 units for both sedan and wagon versions.
Engine displacement initially began at 1,289 cc, expanding to 1,397 cc across all variants by 1977, and finally increasing to 1,565 cc with adjustments to bore and stroke in 1992. Ford Brazil offered a comparable 1,555 cc engine in its Corcel II starting in 1980, which included an ethanol-fueled version featuring a compression ratio of 12:1. Transmission options were four-speed manual gearboxes until 1988, after which five-speed manuals became standard. The Renault 12 occupied a relatively premium position in the Argentine market due to a limited Renault lineup (comprising the R4, R6, and Torino), leading to enhancements such as air conditioning and upgraded upholstery to fill the segment gap until the introduction of the R18 in 1982. As a result, most estate models were equipped with TS-level mechanical features and comfort upgrades.
The Argentine Renault 12 also achieved notable success in motorsports, securing a class victory (up to 1,600 cc) during the 1978 South American Marathon with driver Jorge Recalde and co-driver Jorge Baruscotti. Recalde outperformed all vehicles with two-litre engines, while Renault 12s claimed the top six positions within their category.
- Renault 12 Alpine
The R12 Alpine represented a sportier edition created to bolster Renault's rally credentials locally. It was powered by a locally assembled 1397 cc engine derived from the R5 Alpine (constructed using imported components), featured a fiberglass hood, competition-tuned suspension, and distinctive paint finishes. This engine delivered , allowing for a maximum speed near . The suspension system received acclaim for its superior handling characteristics. Production was limited to just 493 units between 1977 and 1980 (with sales commencing in 1978), as elevated costs—approximately 40% higher than the base TL model due to hand assembly and imported parts—restricted wider distribution. Occasionally, Alpine components were employed to enhance rally-prepared R12 TS models for improved performance but remained uncommon.