1985 Renault Alliance convertible |
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| Manufacturer | American Motors Corporation (AMC) |
|---|---|
| Production | 1983–1987 |
| Assembly | Kenosha, Wisconsin, USA |
| Predecessor | AMC Spirit |
| Successor | Eagle Summit |
| Class | Subcompact |
| Body style | Alliance: 2-door, 4-door sedan, and 2-door convertible Encore: 3-door and 5-door hatchback |
| Layout | Front-engine, front-wheel drive |
| Engine | 1.4 L - 64 hp (48 kW; 65 PS) I4 1.7 L - 77.5 hp (58 kW; 79 PS) I4 2.0 L - 95 hp (71 kW; 96 PS) I4 |
| Transmission | 3-speed automatic 4-speed manual 5-speed manual |
| Wheelbase | 97.8 in (2,484 mm) |
| Length | 163.8 in (4,161 mm) |
| Width | 65 in (1,651 mm) |
| Height | 53.1 in (1,349 mm) |
| Curb weight | 2,000 lb (907 kg) base 2-door 2,300 lb (1,043 kg) GTA conv.[1] |
| Related | Renault 9 & 11 |
| Designer | Robert Opron |
The Renault Alliance is a subcompact automobile manufactured and marketed in North America by American Motors Corporation (AMC), with 623,573 examples manufactured for model years 1983-1987, and with a three- and five-door hatchback variant, the Renault Encore marketed beginning in 1984.
The two models derived from AMC's partnership since 1979 with Renault, which held controlling stake in the smallest U.S. automaker. The Alliance and Encore were essentially the Renault 9 & 11 slightly re-engineered for North American manufacture—featuring exterior styling by Robert Opron,[2] director of Renault Styling, and the interior design by AMC's Richard Teague. The Alliance two-door sedan and the convertible were designed by AMC for the North American market.
Contents |
Competition from the "Big Three," new safety regulations and two energy crises in 1973-74 and again in 1979, left American Motors in a weak position in the U.S. marketplace. The company had three product lines: a profitable line of government vehicles, Jeeps, and passenger cars.[3] However, when sales dropped suddenly in 1979 and all of the U.S. automakers saw their sales plummet, AMC faltered.
That year, AMC signed an agreement with Renault of France giving that company a share in AMC's ownership, in exchange for the rights to sell Renault cars in the U.S. Later, Renault acquired a controlling interest, and thus was born what some called "Franco-American Motors."[4] With the United States dollar then relatively weak against the French franc, manufacturing in the U.S. seemed the best way to grow especially since fuel prices were rising and the major U.S. carmakers had yet to bring out large numbers of small, fuel-efficient cars.[3]
The two automakers worked closely as each design studio developed spin-offs of cars created by the other.[5] Richard Teague, AMC's Vice President of Design, and his French counterpart, Robert Opron, director of Renault Styling, each traveled between France and the U.S. at least three times a year.[5] Originally only a four-door sedan body style, Teague and AMC's design staff decided to mock-up a two-door coupe just before Opron was to review the work of the American team.[6]
Renault executives came in to run things alongside AMC officials, and the former Nash Motors factory in Kenosha, Wisconsin was retooled to produce an Americanized version of the European Renault 9 subcompact under the Alliance nameplate.[4] Consumer clinics were conducted between 1979 and 1982 using a fiberglass mockup (and later with actual cars) to evaluate various issues that concerned AMC officials.[7] The market research found that consumers preferred the Renault name over AMC, though not strongly. The model was named the Renault Alliance, with the AMC name featured on a small window sticker and at the end the advertising material.[8]
The cars were aimed at the lowest price range in the U.S. market, the Alliance had a sticker price starting at $5,995.[3] (US$13,216 in 2012 dollars[9])
The Alliance was a 2- or 4-door sedan, launched in June 1982 as a 1983 model after a US$150 million overhaul of AMC's Kenosha, Wisconsin, assembly plant.[10] Although it was branded as a Renault, the car bore AMC's logo on rear window decals.
The Alliance were modern front-drive sedans with a 163.8-inch (4,161 mm) overall length on a 97.8-inch (2,484 mm) wheelbase and a thrifty, transverse four-cylinder engine.[4] The Alliance had a long list of standard equipment and got 37 miles per US gallon (6.4 L/100 km; 44 mpg-imp) in city driving.[11] Fuel economy on the highway with the 5-speed manual transmission approached 60 mpg-US (3.9 L/100 km; 72 mpg-imp). It was a sensible car for a post-oil crisis period in which good fuel economy was highly prized.[12]
The Alliance used Renault supplied OHV engine in 1.4 L and an OHC 1.7 L engine with Renix throttle-body fuel injection from the Renault Le Car. The proven four-cylinder was now dressed in the latest electronics boasting an electronically controlled fuel system, a digital ignition system, and a microprocessor to manage the optional three-speed automatic transmission.[13] California emissions standards required the use of port injection. Power went through either a four-or five-speed manual, or a three-speed automatic transaxle. The base engine produced 64 hp (48 kW; 65 PS) to get the 2,030-pound (921 kg) Alliance from 0 to 60 mph in a leisurely 14.3 seconds, and gave it an 89-mile (143 km) top speed.[10] Steering was rack and pinion. Suspension was fully independent via MacPherson struts in front, and a compact and quite ingenious system of transverse torsion bars and trailing arms at the rear.[12] At just under 2,000 pounds (907 kg) for the base model, the Alliance was the also the lightest car assembled in the U.S. in its time.[13]
The Alliance was slightly smaller on the outside than the competing first generation Ford Escort (North America), but a somewhat bigger on the inside where it looked larger and more inviting. Interior space was good for four or occasionally five people, in part due to a cleverly engineered front seat—where the seat was mounted on a 9-inch (229 mm) wide central rail (rather than two side tracks) allowing for copious rear foot room on either side of the rail. In addition to the usual recline and fore-and-aft movements, the upscale DL models got a curved track that allowed the seat to be adjusted along the arc to find the most comfortable position for driver and passenger.[12]
The Alliance sold well with over 142,000 of the debut 1983 models. Bolstered by two- and four-door hatchback derivatives called Encore, sales zoomed to over 208,000 the following year.[4] However, the cars came out just in time to encounter a sag in the small-car market because as fuel prices fell, consumers began to drift away to larger automobiles, leaving the Renault-based models to scramble against low-priced Chevrolet Chevettes, Ford Escorts, the Dodge Omni and Plymouth Horizon twins, as well as a slew of Japanese imports.[3]
By 1985, the U.S. automobile market was starting to move away from the subcompact Alliance and Encore as the gasoline crisis ended and consumers were looking at larger cars.[14] However, American Motors had stopped production of the Concord and Spirit in 1983. The Eagle Medallion, a larger model than the Alliance from Renault (to replace the Renault 18) was not going to be ready until 1987.
The 1.7 L fuel injection (EFI) engine with 5-speed transmission was introduced in 1985 as optional on all versions except the base car. It developed 96 foot-pounds (130 N·m) of torque at 3000 rpm and 77.5 hp (58 kW; 79 PS) at 5000 rpm. In addition to the sedan, the Alliance was offered as a convertible (AMC's first droptops since the 1968 Rebel) between 1985 and 1987. That buyers were asking at AMC dealerships for an Alliance-based wagon was lost on Renault, who pointed them toward the larger Renault 18 Sportwagon (whose image was by now substantially tarnished).[14]
For the final 1987 model year, a limited production, high performance version of the Alliance was marketed as the Renault GTA. It came in 2-door sedan or convertible form and had a 95 hp (71 kW; 96 PS) 2.0 L engine. Also for 1987, the two Encore shortened body variants were renamed the Alliance Hatchback.
Improving economic conditions, lower gasoline prices, as well as increasing competition in the subcompact market segment from imported vehicles meant that total Alliance and Encore sales fell to 150,000 for 1985, then to 65,000 in 1986, and finally to only about 35,000 in 1987.[4]
American Motors' had several early 4-door Alliance models converted into stretch limousines for publicity and official use.
The Renault 9 had been voted the 1982 European Car of the Year, becoming France's most popular car and Renault's best selling model ever.[12]
The Alliance was listed as number one on Car and Driver's list of Ten Best cars for 1983,[15] with the magazine saying it "represents a blending of compact dimensions, surprising creature comfort, excellent fuel economy, good looks and very pleasing over-the-road behavior."[16]
The American-built, French-designed, Renault Alliance had a U.S. content of 72% (The engine, gearbox, and some axle parts come from France)[17] thus qualifying it as a domestic vehicle, and making it the first car (1983) with a foreign nameplate to win the Motor Trend Car of the Year award. Motor Trend subsequently dropped the distinction between domestic and imported vehicles for the award.
A 1983 Popular Mechanics survey of 1,000 owners said "60% of our respondents rated the Alliance's workmanship excellent. That's a high figure for any car and considerably above the norm for U.S. built cars."[18] The magazine's editor-in-chief, John Linkletter, addressed the findings that, "the old canard about shoddy American craftsmanship suffers" and that "an American manufacturer and a foreign manufacturer can, in a combined effort, produce a very good car."[19]
In 1983, Popular Science said, "Renault will find its reputation dramatically brightened when word of the AMC Alliance gets around,"[20] adding: "The new Alliance is a miracle for AMC. Not only does it show a general excellence in construction and appointments, it's also a state of the art front-wheel-drive that AMC could not have produced on its own. Combine those three elements and you have tough competition for the Escort, Chevette and Horizon and the imports, and a product that comes close to being the best in its class."[20]
A 1983 report in the New York Times described, "the Alliance's appeal has brought AMC's United States car sales 117.6 percent ahead of 1982 levels."[21]
After a long-term road test conducted by Popular Mechanics of a four-door with a 1.7 L and automatic transmission setup in 1985, and summarized the experience as a "faithful servant", but a "generic no-frills car" - except for the unusual steering wheel stalks - that "nothing gave us pause" with their "compliant appliance".[22]
By 1986, a Popular Science comparison with newly introduced Asian-built competing cars, the Renault Alliance was described as the oldest design, and "felt the most refined."[23] The road test noted the Renault did well in the tests with "trunk and doors closed with an almost Mercedes-like clunk" and "the car's excellent handling" allowing to remain poised trough potholes and "stable when passed by large tractor-trailer trucks."[23] The Alliance performed better than the new Hyundai Excel and that Renault "dealers would be willing to negotiate on the final price."[23]
In 1987, Popular Mechanics reported on the Alliance convertible in sports trim, saying "the GTA package is really excellent, transforming the bland Alliance econobox into a veritable Pocket Rocket."[1]
In 1987, the New York Times reported, "despite the favorable early response to products like the Alliance and the Encore, the models failed to generate enough sales to prevent AMC's share of the car market from declining to about 1 percent."[24]
Renault Alliance build quality became branded as suspect making this "particularly embarrassing for AMC who had... in the 1970s, instituted – and received praise for – an innovative quality improvement program."[14] In contrast to AMC's traditional domestic models, the Alliance suffered mechanical problems and indifferent workmanship on the cars built in Kenosha, as on the French-built Renaults.[4]
In 1992, a recall was issued for almost 540,000 affected vehicles because the end cap connecting the heat exchanger's core to the engine cooling system could rupture and allow hot coolant to escape into the passenger compartment.[25]
An open access poll (unscientific) by Car Talk with a total of 55 respondents, indicated low ratings, but many praised the fuel efficiency of their cars.[26]
In 2009, Car and Driver effectively recanted naming the Alliance to their 1983 Ten Best list, stating, "the Alliance proved that Wisconsin workers could assemble a Renault with the same indifference to quality that was a hallmark of the French automotive industry."[16][27]
The Sports Car Club of America (SCCA) spec-racing series Renault LeCar Cup was successful, and while relatively underpowered with its "fuel sipping" 1.4 L engine, the Alliance's "excellent" ride and handling compared to the other small cars sold in America at the time, was an advantage that contributed to establishing the Alliance Cup in 1983.[28] Modifications to the showroom stock cars were limited to fitting a roll cage, free flow exhaust, upgraded shock absorbers, as well as wider rims and tires.
The Alliance provided many donor parts (engine and suspension) for the Sports Renault race car, a single make series created by the Sports Car Club of America (SCCA) in 1984.[29] Designed by Roy Lunn, it was a low-cost purpose-built racer. The car was developed and manufactured by Renault/Jeep Sport USA in Livonia, Michigan, under direction of Vic Elford; with more than five hundred were built. Most cars still exist, although the majority have been converted to use a Ford engine (thus now known as Spec Racer Fords), and run in the SCCA club-racing program.
The 1983 Motor Trend Car of the Year award for the Renault Alliance was an industry-wide recognition that contributed to increased sales, as well as to AMC's profits of about $15 million in 1984.[30] (US$31,716,490 in 2012 dollars[9])
The Alliance afforded AMC the opportunity to field a new compact car without the expense of its design and tooling, still the business relationship with Renault exacted a heavy price on the U.S. company. The automaker was required to shed its profitable AM General line of commercial and military vehicles because of U.S. Government regulations prohibiting foreign companies from owning domestic military suppliers.[31]
The initial positive reception and the "impressive" sales total of 200,000 Alliances by 1984 was later hindered by the market offer of only two models while the competition was offering with a wider range of cars for the market segments.[32] Renault failed to fully accommodate the European cars to U.S. market demands. These included the car's less powerful engine whose output limited by the more demanding U.S. emission requirements, as well as the popularity of air conditioning that was still a rare option in Europe.[32] The exchange rate of the U.S. dollar also became "very problematic in the mid-1980s" due to the inflation and declining economy in the U.S., compared to French currency.[32] Renault also did not consider the costs of manufacturing at AMC and failed to "properly support its distribution network" since U.S. dealerships were seldom brand exclusive.[32] The mistakes in controlling "the quality delivered by the distribution network" resulted in "disastrous " consequences for the image of the automobiles, as well as increasing warranty costs.[32]
Alliance production at the Kenosha plant ended in June 1987, shortly after Chrysler's buyout of AMC was announced. The damaged reputation of the Alliance would also affect attempts to launch other Renault cars, including the brief appearance of the Renault Medallion, and Eagle Premier (the latter which would be the basis for the successful Chrysler LH platform-based automobiles).
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| 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | ||
| City car | 4 | Twingo | Twingo II | ||||||||||||||||||||||||||||||
| Supermini | 5 / 7 | Super 5 | Symbol I | Symbol II | |||||||||||||||||||||||||||||
| Clio I | Clio II | Clio III | |||||||||||||||||||||||||||||||
| Small family car |
14 | 9 / 11 | 19 | Fluence | |||||||||||||||||||||||||||||
| Alliance / Encore | Mégane I | Mégane II | Mégane III | ||||||||||||||||||||||||||||||
| Large family car |
18 | 21 / Medallion | Laguna I | Laguna II | Laguna III | ||||||||||||||||||||||||||||
| Latitude | |||||||||||||||||||||||||||||||||
| Executive car | 20 / 30 | 25 | Safrane | Vel Satis | |||||||||||||||||||||||||||||
| Leisure activity vehicle | Express | Kangoo I | Kangoo II | ||||||||||||||||||||||||||||||
| SUV | Koleos | ||||||||||||||||||||||||||||||||
| Mini MPV | Modus | ||||||||||||||||||||||||||||||||
| Compact MPV | Scénic I | Scénic II | Scénic III | ||||||||||||||||||||||||||||||
| Large MPV | Espace I | Espace II | Espace III | Espace IV | |||||||||||||||||||||||||||||
| Coupé | Fuego | Avantime | Laguna Coupé | ||||||||||||||||||||||||||||||
| Roadster | Spider | Wind | |||||||||||||||||||||||||||||||
| Van | Trafic I | Trafic II | |||||||||||||||||||||||||||||||
| Master I | Master II | Master III | |||||||||||||||||||||||||||||||
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| Type | 1950s | 1960s | 1970s | 1980s | |||||||||||||||||||||||||||||||
| 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | |
| Subcompact | Gremlin | Spirit | Encore | ||||||||||||||||||||||||||||||||
| Compact | Rambler | Rambler American | Hornet | Concord | |||||||||||||||||||||||||||||||
| Jet | Pacer | Alliance | |||||||||||||||||||||||||||||||||
| Mid-size | Rambler Six and V8 | Classic | Rebel | Matador | |||||||||||||||||||||||||||||||
| Rebel V8 | Marlin | Matador Coupe | |||||||||||||||||||||||||||||||||
| Full-size | Nash Ambassador | Ambassador | Premier | ||||||||||||||||||||||||||||||||
| Hudson Hornet | |||||||||||||||||||||||||||||||||||
| Sports | AMX | AMX | GTA | ||||||||||||||||||||||||||||||||
| Javelin | |||||||||||||||||||||||||||||||||||
| Crossover | Eagle | ||||||||||||||||||||||||||||||||||
| SUV | see early timeline of Jeep models | see late timeline of Jeep models | |||||||||||||||||||||||||||||||||
| Captive import | Metropolitan | LeCar | |||||||||||||||||||||||||||||||||
| N-H | Renault 18i/Sportwagon | Medallion | |||||||||||||||||||||||||||||||||
| Fuego | |||||||||||||||||||||||||||||||||||
| Military vehicles | Mighty Mite | AM General trucks, Jeeps, and the Humvee | |||||||||||||||||||||||||||||||||