Renault 9 GT (1982)

Renault 9 GT

The Renault 9 and Renault 11 are small family cars produced by the French manufacturer Renault for model years 1981-1988 in saloon (Renault 9) and hatchback (Renault 11) configurations - both were styled by the French automobile designer, Robert Opron.

Variants were manufactured by American Motors Corporation (AMC), as the Renault Alliance and Renault Encore for the North American market - as well as for the Colombian market from 1983-1999. The car was produced in Turkey until 2000.

The models use a transverse front-wheel drive engine configuration and feature four-wheel independent suspension. They were chosen the European Car of the Year for 1982, as well as the Motor Trend Car of the Year from Motor Trend and Car and Driver 10Best from Car and Driver (C/D) for 1983.

Phases

There were three facelifts given to the Renault 9/11 during its career. However, the Renault 11 that was released in 1983 was only available in phases 2, 3, and 4. There was never a phase 1 Renault 11, which leads to some confusion. The Phase 1 is the original model released in 1981 as the Renault 9, Phase 2 was released in 1983 when the Renault 11 was also introduced, while the more aerodynamic Phase 3 appeared in 1987.

Finally, the Phase 4, which was not sold in most of Europe, was released in Turkey in 1997. This final revision had more rounded head and tail lights, as well as ovoid body cladding around the bumpers and boot lid, which aimed to give the car a more modern look. It carried an "Broadway" badge as well as the Renault 9 designation, but note that "Broadway" had already been used on special editions of the earlier phase models.

Overview

The Renault 9 was launched in 1981 as a 4-door saloon while the 11 arrived in 1983 as a 3 or 5-door hatchback.

Both had been developed under the Renault code name L42 and were designed by Robert Opron. Renault had begun the conception of the Renault 9 in 1977, as a "four metre" model (referring to its length) to fit between the Renault 5 and the Renault 14. Opron conceived a traditional three-box design to appeal to the traditional customer and avoid the poor reception that had met the Renault 14's styling. Exhaustive consumer studies suggested that buyers rejected innovation, resulting in a non-descript design, albeit of modest elegance.

By the time the models entered production, Renault had assigned more than 500 people to the project, logging 14,500,000 hours of study and testing, constructing 44 prototypes, testing 130 engines, and test-driving prototypes more than 2.2 million km.

Both cars were also more conservatively engineered, although they retained front-wheel drive, Renault abandoned the Douvrin (or "Suitcase") transmission-in-sump engine which it had shared with Peugeot-Citroen in the Renault 14, in favour of its in-house power unit - the venerable C-type "Cléon" engine with an end-on mounted transmission.

The Renault 9 was awarded the 1982 European Car of the Year, while the Alliance appeared on Car and Driver's Ten Best list for 1983, and was the 1983 Motor Trend Car of the Year.

Although the 9 and 11 cars had different names and body styles, they were identical under the skin, and were intended to jointly replace the older Renault 14. The 11 was also distinguishable from the 9 by its front end, which featured square twin headlights, which had been introduced on the North American Alliance. The 9 also received this new front end in 1985 and both models were face-lifted for a final time with matching nose and interior upgrades for the 1987 model year.

A version of the 9 was manufactured and marketed by American Motors Corporation (AMC) in the United States as the Renault Alliance and bearing a small AMC badge. With 623,573 examples manufactured for model years 1982-1987, AMC offered the Alliance as a four-door sedan, two-door sedan (with higher rear wheel arches than the four-door) and as a convertible, beginning in 1984.

The Renault 9 and 11 continued in production in France until 1989, a year after the launch of the Renault 19. However, production continued in other countries, with the end finally coming after nearly 20 years when production in Turkey was discontinued in 2000.

Competition

The Renault 9 Turbo was used extensively by Renault Sport for their Group A car in the 1987 World Rally Championship. Frenchman Alain Oreille managed a Group N victory in the 1985 Rallye Monte Carlo, followed by the Group A victory in 1986 (enough for an eighth finish overall). A Renault 11 Turbo was, however, piloted to a second and third place finnishes in the 1987 Potuguese Rally and San Remo Rally respectively with Jean Ragnotti in the driver's seat. The 11 Turbo also won the national Polish Rally Championship in 1985 and 1988, and both the Swiss and Portuguese rally championships in 1987. Its last result of importance was Oreille's fourth place overall in the 1988 Rallye Monte Carlo.

Engines

At launch, both cars used Renault's ageing Cléon-Fonte engine overhead valve engines in either 1.1 or 1.4 litre format, and a basic suspension design which won few plaudits for the driving experience. The exceptions were the 9 Turbo and the 11 Turbo hot hatch, which used the turbocharged engine from the Renault 5.

The 11 Turbo was introduced first, and originally only with three-door bodywork. Unlike the 5 Turbo or the 205 GTi, the 11 Turbo had a more comfort-oriented focus. Although the cars were heavier than the Renault 5, the increased power in later models was enough to ensure higher performance, thanks to its 115 PS (85 kW; 113 hp). The rally-tuned version was impressively fast, producing about 220 PS (162 kW; 217 hp).

The newer F-type engine which had been developed in collaboration with Volvo appeared from late 1983 on in twin-carburetted 1,721 cc guise (F2N), powering the upmarket GTX, GTE, TXE, and TXE Electronic (Electronique in France) versions. These larger-engined versions were specifically developed with American needs in mind, although they also happened to be well-suited for a changing European market.

Later iterations also received fuel injection. The Alliance and Encore, while comparatively underpowered, had a definite advantage in ride and handling against other small cars available in America at the time and even had their own SCCA spec-racing series, the Alliance Cup.

Line-up

• TC - 1.1 L - 1,108 cc; 48 PS (35 kW)
• GTC - 1.2 L - 1,237 cc; 55 PS (40 kW)
• TL - 1.4 L - 1,397 cc; 60 PS (44 kW)
• GTL - 1.4 L - 1,397 cc; 68 PS (50 kW)
• GTS - 1.4 L - 1,397 cc; 72 PS (53 kW)
• TSE - 1.4 L - 1,397 cc; 72 PS (53 kW)
• TXE - 1.7 L - 1,721 cc; 82 PS (60 kW)
• GTX - 1.7 L - 1,721 cc; 90 PS (66 kW)
• GTE - 1.7 L - 1,721 cc; 95 PS (70 kW)
• Turbo - 1.4 L - 1,397 cc; 115 PS (85 kW)
• Turbo - 1.4 L - 1,397 cc; 105 PS (77 kW)
• GTD - 1.6 L - 1,595 cc; 55 PS (40 kW)

This article is licensed under the GNU Free Documentation License. It uses material from Wikipedia.