Hubbry Logo
Renault 16Renault 16Main
Open search
Renault 16
Community hub
Renault 16
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Renault 16
Renault 16
Renault 16
View on Wikipedia
from Wikipedia
Renault 16
1972 Renault 16 TL
Overview
ManufacturerRenault
Also calledRenault R16[1]
Production1965–1980
1,845,959 built
Assembly
DesignerGaston Juchet[5][6][7]
Body and chassis
ClassLarge family car (D)
Body style5-door hatchback
LayoutFMF layout
Powertrain
Engine
Transmission4-speed manual
5-speed manual
3-speed automatic
Dimensions
WheelbaseLeft: 2,720 mm (107.1 in)
Right: 2,650 mm (104.3 in)
Length4,240 mm (166.9 in)
Width1,628 mm (64.1 in)
Height1,450 mm (57.1 in)
Curb weight980–1,060 kg (2,161–2,337 lb)
Chronology
PredecessorRenault Frégate
SuccessorRenault 20
Renault 18

The Renault 16 (R16) is a large family car which was manufactured and marketed over a single generation by French automaker Renault between 1965 and 1980 in Le Havre, France. A five-door hatchback, the 16 was the first French car to win of the European Car of the Year award.

Market placement

[edit]

In the early 1960s Renault was building a series of small cars, including the hatchback Renault 4 and rear engine Renault Dauphine[8] and aimed to replace its larger family car, the Renault Frégate model (1951–1960) which had managed a modest production total of 163,383 units.[9]

1969 Renault 16
1968–1970 Renault 16 TS

The R16 was a great success, with 1,845,959 R16s manufactured during a production run of 15 years. The car sold well in most of Europe, winning praise for its spacious and comfortable interior as well as the practicality offered by its effectively unique hatchback bodystyle. It was marketed in the United States, with only a small number sold.[10] It met with considerably more success in Canada, where SOMA-Renault manufactured the 16 from knock-down kits until 1974.[11]

Design

[edit]

The mechanical layout of the R16 is similar to the Citroën Traction Avant – front-wheel drive, engine mounted inline behind the transmission, torsion bar suspension, and column mounted shift.[12][13] In addition the car had an aluminium engine and an electric cooling fan, both technical innovations.[8]

The 16 successfully introduced the hatchback bodystyle to the mid-size family segment, allowing the interior to be configured in seven different ways.[8] This body style is between a saloon and an estate, and, before the term hatchback was coined, journalists struggled to describe it. A review in the English Motoring Illustrated in May 1965 (several months before the car was officially launched there) stated: "The Renault Sixteen can thus be described as a large family car but one that is neither a four door saloon and nor is it quite an estate. But, importantly, it is a little different."[14]

The R16 is likewise noted for its unequal wheelbase, left to right, as with the earlier Renault 4 and later Renault 5. The two rear wheel axle shafts are not in-line; rather the left wheelbase is 70 mm (2.76 in) longer than the right wheelbase, to accommodate the transverse torsion bar suspension. This and the soft front seats gives the car a particularly smooth ride even over big bumps.[15]

The engine was mounted longitudinally in the front, behind the gearbox/transaxle, contributing to the handling balance by keeping the weight closer to the centre of the car. Front drive layouts typically have transversely (sometimes longitudinally) mounted engines, with the engine in front of the transmission.[16] While the R16's north-south/forward gearbox layout gave excellent handling, servicing access to the engine was so difficult that its successor, the Renault 20, kept the north-south layout but placed the engine ahead of the gearbox.

A column-mounted gear change lever allowed a more spacious front cabin.[17] The column-mounted gear change (required by the position of the transmission in front of the engine) was rare in West European markets.

Model history

[edit]

Series production started in March 1965 at the company's recently completed Sandouville plant, a few kilometers to the east of Le Havre.[18] The car had its formal launch in March 1965 at the Geneva Motor Show, and was made available for sale in France and most other left-hand drive markets during June 1965. Late that year, it was first imported to the UK market in right-hand drive form, and would quickly establish itself as one of Britain's most popular imported cars. It arrived on the UK market at a time when imported models still only accounted for a small percentage of new car sales, but was one of a string of cars from foreign brands which helped foreign cars increase their market share during the 1970s; other notable examples being the Fiat 127 and MK1 Volkswagen Golf. Renault's later R5 and R12 models also sold well in Britain during the 1970s.[19]

For 1967, Renault introduced a lower-equipped model better suited for cargo, marketed as the 16 Commerciale until about 1976.

Equipment levels were high for the price. Initially, Renault sold the R16 with just a 1.5-litre (1470 cc) gasoline engine in GL specification for which 55 PS (40 kW; 54 hp) was claimed; in March 1968 there appeared at the Geneva Motor Show the 1.6-litre (1565 cc) 84 PS (62 kW; 83 hp) TS[18] which could top 100 mph (160 km/h). An automatic transmission version, originally designated the Renault 16 TA, was introduced at the Geneva Motor Show early in 1969.[20] The top-line model was the TX, launched at the Paris Motor Show in October 1973, featuring a 5-speed manual transmission[18] along with power front windows and central door locking, one of the first family cars in Europe to include these.

Sales of the TX were less than stellar, as with the entire 16 lineup, due to the effects of the 1973 oil crisis. The TX Automatique's introduction was delayed in order to lower its fuel consumption to the level of that of the manual model. In October 1974 the chrome grille was replaced with a black plastic grille, except for on the 16 TX. This change did not apply in Sweden where a version of the chrome grille that incorporated headlight wipers, as required there since 1974, kept being used until 1980.[21] In 1975 the automatics were discontinued, while the regular engine was switched to a 66 PS (49 kW) version of the TX's 1647 cc unit. The 16 L's power decreased to 55 PS (40 kW), and could now be run on the lowest-octane fuel. In 1976 the L was replaced by a version of the TL with the same 55 PS engine. The TS was discontinued in 1976.

1972 US-market Renault 16 Sedan-Wagon

The American-market model arrived in late 1968 for the 1969 model year and was marketed as the Renault 16 Sedan-Wagon. The single headlights were replaced by twin sealed beam units, while slightly altered bumpers increased the overall length to 4,270 mm (168 in). Its 851-02 engine combined the head of the 1470 cc base engine with the block of the 1565 cc unit and had a maximum output of 62 PS (46 kW; 61 hp) DIN (70 PS SAE) at 5200 rpm.[22] Sales continued into 1972 but only in very small numbers. The R16 had already been imported to Canada, and was then assembled there in the Renault-SOMA plant in Saint-Bruno-de-Montarville until 1974.[11] A variety of different side marker lights and also some different taillights were installed on these cars.[23]

Production of the R16 continued until 1980, five years after the arrival of its official successor, the larger Renault 20, with the Renault 18 saloon and estates continuing as Renault's only offering of this size in Europe. By the time the R16 ceased production most other European manufacturers had at least one hatchback on sale, although most cars of the R16's size were still sold as saloons or estates; the exceptions were the Austin Maxi, Talbot Alpine (previously sold as a Chrysler or Simca) and Volkswagen Passat. Renault did not build a hatchback of this size again until the hatchback version of the Renault 21 was launched in 1989.

The 16 had no direct competitors until the arrival of the Alec Issigonis designed Austin Maxi in 1969, but the Austin Maxi was not a strong seller outside of the UK.[15]

  • Renault 16 (1970–1974)
    Renault 16 (1970–1974)
  • Renault 16 (1970–1974)
    Renault 16 (1970–1974)
  • Post-1975 Renault 16 TL, featuring the black plastic grille
    Post-1975 Renault 16 TL, featuring the black plastic grille
  • 1975 Renault 16 TS interior
    1975 Renault 16 TS interior
  • Renault 16 TX with twin headlights
    Renault 16 TX with twin headlights

Concepts and prototypes

[edit]

Renault 16 sedan concept

[edit]

In 1965, Philippe Charbonneaux proposed a more traditional saloon body but the project never went past prototype stage. One surviving prototype is permanently on display at the Musée Automobile Reims Champagn in Reims, France.

  • 1965 Renault 16 sedan concept
    1965 Renault 16 sedan concept

Renault 16 coupé cabriolet

[edit]

A coupé cabriolet version was in development, but due to most of the body parts being unique to those used on the saloon, production would have been too costly and the project was shelved.[24][25]

  • Renault 16 Coupé Cabriolet prototype
    Renault 16 Coupé Cabriolet prototype
  • Renault 16 Coupé Cabriolet prototype
    Renault 16 Coupé Cabriolet prototype

Commentary

[edit]

In 1970, racing driver Stirling Moss exclaimed: "There is no doubt that the Renault 16 is the most intelligently engineered automobile I have ever encountered and I think that each British motorcar manufacturer would do well to purchase one just to see how it is put together".[26]

Pre-launch publicity was extensive, with semi-authorized media leaks.[19] L'Auto-Journal reported details of the car, at this stage in an exclusive report, towards the end of 1963.[19] During October 1964, timed to coincide with the Paris Motor Show, Renault distributed photographs of its innovative new family car, still at this stage described simply as the forthcoming "Renault 1500", for publication as "scoop" pictures in various magazines.[19] It was only two months later that the car, now officially named a "Renault 16", was approved for sale by the French homologation authorities.[19]

Awards

[edit]

The Renault 16 was voted European Car of the Year by a board of European motoring journalists late in 1965. It was the third winner of the award, and the Renault 16 was the first French winner - the first two winners had been British.[27]

Timeline

[edit]
  • August 1964 – First official pictures of the R16 are released to the media.
  • December 2, 1964 – The first R16 is completed at the factory in Sandouville, near Le Havre, a facility purpose-built for the R16.
  • January 5, 1965 – The Renault 16 is introduced to the world and the press in a presentation on the Côte-d'Azur.
  • April 1965 – The R16 is made available to the public, in two specifications: Grand Luxe and Super, both powered by a 1470 cc engine
  • Autumn 1965 – The R16 is launched in right-hand drive form for the UK market.
  • 1967 – Ventilation and heating are both improved and the dashboard is redesigned. An automatically operated choke is also made available.
  • 1968 – The R16 TS is introduced. It features a new 1565 cc engine, an all-new instrument panel that includes a tachometer and water temperature gauge and many other new features including two-speed windscreen wipers, rear defroster, passenger reading light and optional manual steel sunroof and powered front windows.
  • June 1968 – Australian assembly commences [28]
  • 1969 – The other R16 models get the same wheels and brakes as the TS. The TS gets reversing lights (mounted beneath the taillights). The other models are available with reversing lights as an optional extra.
  • 1969 – The R16 TA, with an automatic transmission, is introduced. The TA is effectively a R16 Super with some features from the TS.
  • 1970 – Front seatbelts are installed on all R16s.
  • 1971 – The R16 undergoes a mild revamp. Among the most obvious changes are new rectangular taillights. The Grand Luxe and Super are replaced by the L and TL specifications, both of which gain the same 1565 cc engine as the TS (but with the cylinder head from the 1470 cc). The TA is discontinued and an automatic transmission is made available as an option across the whole R16 range.
  • 1973 – An upmarket R16 TX model is introduced at the Paris Motor Show, equipped with a 1647 cc engine (an enlarged version of the TS engine) and a five-speed manual transmission. The TX was distinguishable from other R16s on the exterior by its four rectangular headlights with large turn signal lights underneath. Among the other features available on the TX were Gordini wheels, a rear spoiler, a rear windscreen wiper, a laminated windscreen, automatic seatbelts, power windows, central locking and optional air conditioning.
  • 1974 – The aluminium grille on L, TL and TS is replaced by a black plastic grille.
  • 1975 – Launch of the R20 and R30 models which are expected to replace the R16, but it continues alongside the newer cars for the time being.
  • 1976 – The automatic transmission ceased to be available as an option on the L, TL and TS. However, a TL Automatic model was launched.
  • 1977 – The L and TS models are discontinued as Renault unveils the new R18 saloon, another car expected to appeal to current R16 owners.
  • 1978 – All models now have reversing lights fitted as standard.
  • 1979 – Rear three-point seatbelts are made standard on all models. The TL Automatic is discontinued.
  • January 1980 – R16 production ends after 15 years.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Renault 16

View on Grokipedia
from Grokipedia
The is a front-wheel-drive automobile produced by the French manufacturer from 1965 to 1980, renowned for pioneering the modern design with its innovative two-box body featuring a rear tailgate for versatile cargo space. Designed by Gaston Juchet and styled by Philippe Charbonneaux, it measured approximately 4,240 mm in length, 1,628 mm in width, and 1,450 mm in height, offering a low waistline, high roof, and six-window configuration for enhanced interior spaciousness. The model was equipped with a transversely mounted inline-four positioned ahead of the front , starting with a 1,470 cc unit producing 55 hp in its debut form, and evolving to include a 1,565 cc version with 83–85 hp in the sportier TS variant from 1968, and a 1,647 cc delivering 93 hp in the top TX model introduced in 1973, which achieved a top speed of 175 km/h. Its boot capacity ranged from 346 to 1,200 liters thanks to a sliding, folding, and removable rear that allowed for four seating configurations, making it highly practical for use. Launched at the 1965 Geneva Motor Show during France's post-war economic boom, the was developed as project 115 under the leadership of Renault president Pierre Dreyfus, succeeding the less successful project 114, and was built primarily at the Sandouville plant in . It introduced several technical advancements for its era, including a pressure-die-cast aluminum and block for the , an integrated gearbox, and in 1969, it became the first French production car with an optional . Later models like the TX added luxury features such as central door locking, power windows, an electric , and a defrosting rear window, positioning it as a premium family vehicle. The Renault 16 achieved significant commercial and critical success, with total production exceeding 1.85 million units, and it was awarded the title in 1966—the first for a French automobile—which helped propel Renault's expansion into international markets. Its emphasis on practicality, innovation, and "voiture à vivre" (car for living) philosophy laid the groundwork for Renault's subsequent family-oriented models, influencing the development of compact MPVs like the 1996 Mégane Scénic, and it remains a landmark in automotive history for blending sedan comfort with estate-like utility.

Development and Design

Origins and Development

The Renault 16 was developed as a successor to the Renault Frégate, a large family car produced from 1951 to 1960 with a total of 163,383 units built, which had failed to meet sales expectations in the post-war market for executive and family vehicles. The Frégate's modest performance underscored the need for a more innovative offering that could appeal to growing French families amid economic recovery and rising consumer aspirations. Development of the Renault 16 began in the early as part of Renault's broader post-war expansion strategy, driven by the vision of president Pierre Dreyfus to create versatile, modern family cars that differentiated the brand through practical innovation rather than conservative styling. Dreyfus, who had previously overseen successful models like the , emphasized adaptability to societal changes, including the and urbanization, positioning the project as a response to the limitations of traditional three-box sedans. The project evolved from the abandoned Project 114, a failed update to the Frégate, into Project 115, which was approved in 1962 and saw initial prototypes tested by 1963, focusing on and a pioneering configuration for enhanced versatility. Engineering efforts were led by Yves Georges, who oversaw the technical integration of these features, while styling was handled by Gaston Juchet and Philippe Charbonneaux, whose designs emphasized a compact yet spacious two-volume body. This collaborative approach under Dreyfus's direction marked a pivotal shift toward forward-thinking at .

Key Design Features

The Renault 16 pioneered the mass-produced five-door configuration, introducing a practical liftgate that provided versatile cargo access in a mid-size . This design featured a two-box body style with the rear seats folding flat to expand the cargo area from 346 liters with seats in place to 1,200 liters when folded or removed, enabling configurations for passengers, luggage, or even a makeshift . The exterior measured 4,240 mm in length, 1,628 mm in width, and 1,450 mm in height, contributing to its compact yet spacious footprint with a curb weight ranging from 980 to 1,060 kg across variants. Inside, the Renault 16 emphasized modularity and everyday usability, with rear seats that folded forward, slid fore-and-aft, or were fully removable to adapt the space for different needs. The dashboard adopted an asymmetric layout, positioning controls and instruments offset toward the driver for improved ergonomics, while practical elements like dual glove compartments and hidden storage pockets enhanced organization without cluttering the cabin. Structurally, the car utilized unitary construction, integrating the body and frame into a single welded steel assembly for enhanced rigidity and lighter weight compared to traditional designs. A notable innovation was the unequal —2,720 mm on the left side and 2,650 mm on the right—accommodating the spare tire's placement beneath the rear floor on the right, which optimized interior space while maintaining balanced handling. This front-wheel-drive layout supported the car's aerodynamic profile, with a low aiding efficiency in its era.

Engineering and Specifications

Powertrain and Performance

The Renault 16 utilized a front-wheel-drive with the positioned longitudinally behind the clutch and transmission assembly, a layout that optimized weight distribution and interior space. The base model launched in 1965 with a 1,470 cc inline-four delivering 55 PS at 5,500 rpm and 106 Nm of . In 1968, the TS variant introduced an upgraded 1,565 cc version producing 83 PS at 5,750 rpm and 118 Nm of , offering improved responsiveness for family driving. From 1973, the TX model featured a further enlarged 1,647 cc inline-four with 93 PS at 5,500 rpm and 129 Nm of , enhancing mid-range pull. Transmission options included a standard four-speed manual gearbox, with a five-speed manual becoming available on TS and TX models starting in for better highway cruising. A three-speed automatic was offered from 1969 to 1975, primarily on higher-trim levels like the TS and TX for smoother urban operation. Performance varied by variant, with the initial 1.5-liter model achieving a top speed of around 142 km/h and 0–100 km/h acceleration in 17 seconds, while the 1.6-liter TS reached 166 km/h and sprinted to 100 km/h in 13 seconds. The TX variant topped 166 km/h with 0–100 km/h in approximately 13 seconds. Fuel economy ranged from 8 to 10 L/100 km across models, balancing everyday usability with the era's efficiency standards.
VariantEnginePower (PS) / RPMTorque (Nm)Top Speed (km/h)0–100 km/h (s)
Base (1965)1,470 cc inline-455 / 5,50010614217
TS (1968)1,565 cc inline-483 / 5,75011816613
TX (1973)1,647 cc inline-493 / 5,50012916613

Chassis and Suspension

The Renault 16 featured a monocoque chassis construction, which integrated the body and frame into a single unit, contributing to structural rigidity while keeping weight down to approximately 1,000–1,100 kg depending on the model variant. This design, combined with its front-wheel-drive layout and the engine positioned longitudinally behind the transmission, resulted in a low center of gravity that enhanced stability and handling characteristics for a family saloon. The suspension system was fully independent at all four wheels, utilizing torsion bars for progressive springing and telescopic dampers for controlled damping. At the front, it employed a double-wishbone setup with longitudinal torsion bars and an , providing precise wheel control and a compliant ride over uneven surfaces. The rear suspension used trailing arms with transverse torsion bars, also incorporating an , which created a distinctive asymmetric offset of about 2.5 inches to accommodate the torsion bar placement; this configuration delivered smooth ride comfort and capable handling without the harshness typical of contemporary family cars. Rubber bushings of varying rigidity on the suspension arms further minimized and vibration from radial tires, maintaining roadholding integrity. Braking was handled by disc brakes at the front—featuring single-piston calipers with a 10-inch —and drum brakes at the rear with a 9-inch , all servo-assisted for effective stopping power that remained fade-resistant during repeated high-speed applications. The steering system utilized a rack-and-pinion mechanism, requiring four turns lock-to-lock and offering a turning circle of 10.1 meters, which provided direct and responsive feedback aligned with the upper suspension arms for consistent stability. In terms of safety, the structure included targeted reinforcements to absorb impact energy, predating widespread adoption of such , while lap/sash seat belts were standard equipment across models—a rarity in the mid-1960s. Durability testing and owner reports indicated reliable performance beyond 100,000 km with minimal major issues, underscoring the and suspension's robustness for everyday use.

Production History

Launch and Early Models

The Renault 16 made its public debut at the Geneva Motor Show in March 1965, marking Renault's introduction of an innovative design to the segment. Production had commenced earlier that year at the newly established Sandouville plant in , , where the first units rolled off the assembly line in early 1965. This timing allowed for a swift market entry following the model's development under the direction of Renault's president Pierre Dreyfus, who sought to challenge conventional saloon designs with a more versatile vehicle. Initial models were offered in a base configuration with a 1.5-liter inline-four engine producing 55 PS (40 kW), paired with a four-speed and modest trim featuring cloth upholstery, basic instrumentation, and front disc brakes and rear drum brakes. The lineup emphasized practicality, with the signature lifting rear hatch providing flexible cargo space. In 1968, as part of the early evolution, the deluxe TS variant arrived with an upgraded 1.6-liter delivering 83 PS (61 kW), additional refinements like improved heating, and enhanced interior appointments, though the core mechanical layout remained consistent. These early offerings were front-wheel-drive vehicles with a longitudinally mounted , setting them apart from rear-drive competitors of the era. The Renault 16 entered the market in autumn 1965 as a right-hand-drive model, priced competitively with the base Deluxe version at approximately £889, positioning it as an affordable alternative to established British family saloons. Early production ramped up quickly at Sandouville, reflecting strong initial demand across . However, the first years brought some teething issues, including susceptibility to due to the complex bodywork and era-specific anti-corrosion treatments, as well as occasional electrical gremlins in wiring and components; these were largely addressed through design tweaks by 1967, improving reliability without major overhauls.

Facelifts and Variants

The Renault 16 received its first significant mid-cycle updates in 1969, including the addition of reversing lights on the TS variant. These changes were accompanied by minor enhancements such as improved brakes and wheels from the TS model extending to the standard version, along with a revised boot lid badge for the TS. In 1970, further options were introduced, including an electric and updated features like intakes, enhancing comfort on luxury-oriented models. The 1971 facelift focused on the rear, with larger rectangular taillights positioned lower, while the Grand Luxe and Super trims were replaced by the more basic L and TL specifications for broader market appeal. The TX luxury trim debuted in 1973 as the top-of-the-line variant, equipped with a 1,647 cc engine producing 93 PS, leather upholstery, a five-speed manual transmission, and premium features such as power windows and a . This update coincided with a major facelift featuring a revised grille, new bumpers, and interior refinements, while the TX's engine represented an evolution from the earlier 1.6L unit in the TS model introduced in 1968. Subsequent variants included the export-oriented Grand Luxe in the , which added features like a center armrest with storage and was particularly popular in markets such as . After 1974, the L served as the entry-level base model with a 1.5L , complementing the mid-range TS and high-end TX trims. Over its 15-year lifespan, the lineup encompassed these core variants, with progressive discontinuations: the L ended in 1976, the TS in 1977, and minor styling updates like TX-style rear lights with integrated reversing lamps applied to the TL in 1978. Production of the Renault 16 concluded in January 1980, with a total of 1,845,959 units built across all variants. Assembly occurred in until 1974 to serve North American markets, alongside facilities in other countries including , , and .

Market and Reception

Sales and Export Markets

The Renault 16 achieved significant commercial success, with a total production of 1,851,502 units between and 1980, primarily at the Sandouville plant in , alongside assembly in other European facilities including and , as well as in and . Nearly half of production was destined for export markets, reflecting Renault's strategy to position the model as an innovative family vehicle amid growing demand for practical automobiles in post-war . In its home market of , the Renault 16 was particularly dominant, surpassing one million units produced by early 1972 and appealing strongly to middle-class families for its versatile design and spacious interior. It was marketed as a contender, offering competitive pricing against premium rivals like the while undercutting more utilitarian options such as the , thus capturing buyers prioritizing affordability and everyday functionality. Sales peaked during the late boom from 1966 to 1968, driven by the model's launch acclaim and expanding segment, before a notable decline following the , which shifted consumer preferences toward smaller, more fuel-efficient vehicles. Beyond , the Renault 16 saw moderate uptake in select international markets. In the , it established itself as a reliable , competing effectively in the mid-size segment despite challenges like issues in the damp . Exports to the were limited, with imports occurring from 1969 to 1972 in small volumes due to stringent emissions regulations and differing buyer preferences for larger domestic sedans. In , the model was assembled locally at the Renault-SOMA in Saint-Bruno-de-Montarville from 1969 to 1972, with local assembly contributing to total sales exceeding 12,000 units to meet North American demand for compact yet practical imports.

Awards and Critical Commentary

The Renault 16 received significant acclaim upon its launch, most notably winning the award in 1966 with 98 points, marking the first victory for a French-manufactured in the competition's history. This recognition, voted by a panel of European motoring journalists, highlighted the car's innovative five-door design and practical family-oriented features, outscoring rivals such as the . Contemporary critics praised the Renault 16 for its versatility and efficient use of interior space, with British magazine What Car? lauding its comfort and roominess in a 1975 group test against competitors like the and . In 1965, Autocar noted the car's handling superiority, attributing it to the innovative mid-engine layout and , which provided responsive roadholding and stability uncommon in family cars of the era. French automotive press emphasized the 16's groundbreaking innovation, positioning it as a more advanced alternative to rivals like the BMC 1800 (Austin/Morris 1800) due to its flexible load-carrying capabilities and modern engineering. Racing driver , in a 1970 assessment, described the Renault 16 as "the most intelligently engineered automobile I have ever encountered and the most intelligently designed car I have ever driven," underscoring its thoughtful blend of practicality and drivability. Despite these accolades, the Renault 16 faced criticisms for its underpowered base 1.5-liter engine, which delivered only 55 horsepower and struggled with acceleration in higher gears, particularly when fully loaded. Build quality issues, including early rust susceptibility on body panels and undercarriage, were widely reported, accelerating deterioration in wet climates. Additionally, the optional three-speed proved unreliable, prone to overheating and slippage, which detracted from the car's otherwise positive reception in long-term ownership reviews.

Concepts and Prototypes

Sedan Concept

During the early 1960s development of the under Project 114, explored a traditional three-box sedan variant as an initial concept to succeed the Frégate model, envisioning a large four-door berline with a separate trunk for broader market appeal. This prototype, designed by stylist Gaston Juchet and industrialized with input from engineer Yves Georges, featured a rear-wheel-drive layout with a , but included a conventional bootlid rather than a lifting tailgate. The sedan prototype was constructed around 1961 as part of Project 114, allowing Renault to evaluate traditional styling before shifting to the innovative of Project 115. However, CEO Pierre Dreyfus deemed the three-box design too ambitious and conventional, particularly with its proposed six-cylinder option, pushing instead for an affordable, multi-purpose vehicle to meet the baby boom's demand for flexible transport. By the mid-1960s, the 's superior load-carrying capacity and modern appeal led to the cancellation of the sedan prototype in favor of the groundbreaking R16 launched in 1965. Although shelved, the berline's engineering influenced later sedan architectures, such as those in the 1970s models, by refining integration for traditional body styles.

Coupé Cabriolet Prototype

In the early 1960s, as part of Project 115 that birthed the , Renault's design chief Gaston Juchet explored a variant to expand the model's appeal beyond family practicality. By April 1962, Juchet had sketched initial concepts for an open-top version, envisioning it as a versatile vehicle suitable for daily use, leisure, and travel, aligning with CEO Pierre Dreyfus's vision for multi-purpose automobiles. This effort quickly evolved into a two-door prototype, incorporating a for weather adaptability while retaining the core front-wheel-drive platform's engineering. The 1963 prototype featured a bespoke body design from the A-pillar rearward, distinguishing it from the standard five-door hatchback and emphasizing elegance with a long, horizontal trunk line and four headlamps integrated into the grille. It maintained the 16's innovative but adopted a more luxurious interior with two bench seats for enhanced comfort, positioning it as a premium offering akin to the TS trim's performance-oriented setup, though specific engine details mirrored the 1.6-liter options for balanced power. It shared the production model's of 2,670 mm, underscoring the platform's flexibility for diverse body styles. Internally showcased around 1963–1965 during development evaluations, the highlighted Renault's ambition but was ultimately shelved by the mid-1960s due to prohibitive production costs from unique body components that reduced profitability compared to the standard . Market priorities favored the practical, space-efficient over this stylish alternative, especially with existing models like the Caravelle and covering convertible niches. Despite its abandonment, the project demonstrated the Renault 16 platform's architectural versatility, influencing later explorations in modular designs while reinforcing the brand's commitment to utility-driven innovation.

Legacy

Industry Influence

The Renault 16, launched in 1965, pioneered the production five-door in the segment, introducing a modular rear seating system and a lifting tailgate that enhanced versatility and interior space utilization. This design departed from the traditional three-box sedan configuration, allowing for greater flexibility in cargo and passenger accommodation, and set a for practical yet upscale family vehicles. The model's influence extended to subsequent automotive designs, notably inspiring the Golf's 1974 debut as a compact that popularized the format globally, and contributing to the development of multi-purpose vehicles like the in 1984, which expanded on the R16's monospace principles. By demonstrating of utility in mid-sized cars, the R16 accelerated the industry's shift toward versatile body styles over rigid sedans during the and design era. As a direct successor lineage, the Renault 16 paved the way for the Renault 20 and 30 models produced from 1975 to 1984, which retained the tailgate and front-wheel-drive layout while scaling up for executive-family use, thus bridging Renault's innovative designs into the broader front-wheel-drive dominance of the 1980s. With over 1.85 million units produced between 1965 and 1980, the R16 validated the mass-market viability of the , encouraging widespread adoption across European manufacturers and reshaping expectations.

Modern Appreciation

In recent years, the Renault 16 has gained increasing recognition among collectors for its pioneering role in , with well-preserved examples of the TX variant fetching between £5,000 and £15,000 in the UK market as of 2025, reflecting a steady appreciation driven by its rarity and historical significance. Enthusiast clubs, such as the Renault 16 Register, have remained active since the 1970s, fostering communities that organize events, provide , and promote preservation efforts worldwide. Renault marked the model's 50th anniversary in 2015 with a prominent display at the Rétromobile show in , featuring seven examples including a rare US-spec version and a 1963 prototype, alongside test drives and historical exhibits to highlight its innovative tailgate and flexible interior. The 60th anniversary in 2025 has seen renewed media attention, including a Hagerty article lauding the Renault 16 as a "game-changing hatch" for its influence on vehicles, underscoring its enduring legacy despite low survival rates due to rust. Culturally, the Renault 16 has appeared in several 1970s French films, such as Jacques Tati's (1971), where it embodies the era's practical yet stylish automotive ethos, and Un cave (1972), adding to its nostalgic appeal in cinema. Restored specimens are showcased in prominent institutions, including a Renault 16 TS at the museum in , , which celebrates its 1966 status and advanced . Contemporary assessments affirm the model's , with engines capable of exceeding 150,000 miles when maintained, bolstered by ongoing availability of modern reproduction parts through specialized suppliers that address common issues like electrical faults and .

References

  1. https://www.renaultgroup.com/en/magazine/our-group-news/renault-and-the-familiy-cars-50-years-of-history-since-the-renault-16/
  2. https://www.hagerty.co.uk/articles/renault-16-the-game-changing-french-hatch/
  3. https://www.formtrends.com/renault-16-celebrates-50th-anniversary/
  4. https://www.netcarshow.com/renault/1951-fregate/
  5. https://www.renaultgroup.com/en/magazine/our-group-news/fiftieth-anniversary-for-renault-16/
  6. https://www.renaultgroup.com/en/magazine/our-group-news/from-carrying-straw-bales-to-golf-bags-the-hatchback-sparked-a-revolution/
  7. https://www.dailymail.co.uk/news/article-3027653/From-pioneering-Renault-16-clapped-Austin-Maxi-boy-racers-VW-Golf-50-years-hatchback.html
  8. https://www.lanemotormuseum.org/collection/cars/item/renault-r16-1973/
  9. https://www.carsguide.com.au/renault/16/car-dimensions/1973
  10. https://www.automobile-catalog.com/car/1969/2928860/renault_16.html
  11. https://www.carfolio.com/renault-16-71951
  12. https://club.shannons.com.au/club/news/classic-garage/renault-16-rgie-hatches-a-radical-new-approach-with-sweet-16/
  13. https://www.lanemotormuseum.org/uncategorized/renault-r16-driving-impressions/
  14. https://www.curbsideclassic.com/curbside-classics-european/car-show-classic-1973-renault-16-and-asymmetric-suspension-configuration/
  15. https://driventowrite.com/2024/02/11/1965-renault-16-review/
  16. http://www.renault16.com/techniek8_en.htm
  17. https://www.uniquecarsandparts.com/renault_16TS_technical_specifications.htm
  18. https://grassrootsmotorsports.com/forum/build-projects-and-project-cars/renault-r16-french-mid-engine-prius-from-the-60s/150623/page1/
  19. https://www.autoevolution.com/cars/renault-16-1965.html
  20. https://group.renault.com/en/news-on-air/news/fiftieth-anniversary-for-renault-16/
  21. https://www.automobile-catalog.com/car/1969/54305/renault_16_ts.html
  22. https://www.automobile-catalog.com/car/1973/2926100/renault_16_tx.html
  23. https://theoriginals.renault.com/en/r16-tx
  24. https://www.losangemagazine.com/losange-magazine-issue-12-winter-2020/renault-16-16-differences
  25. https://fastestlaps.com/models/renault-16-tx
  26. http://www.renault16.com/techniek5_en.htm
  27. https://www.carolenash.com/news/classic-car-news/detail/appreciating-innovative-design-renault-16
  28. https://www.lancasterinsurance.co.uk/news/2024/august/12/rarer-than-rare-1966-renault-16/
  29. http://www.r16site.com/facts/changes.htm
  30. https://www.motor1.com/news/717706/renault-16-tx-1975-story/
  31. https://www.facebook.com/losangemagazine/posts/between-1965-and-1973-renault-assembled-the-r8-r10-r12-and-r16-in-canada-in-smal/2717517058266799/
  32. https://www.curbsideclassic.com/vintage-reviews/vintage-rt-road-test-1968-renault-16-a-pioneering-sedan-wagon-gets-a-good-reviews-but-no-love-from-american-buyers-in-america/
  33. https://www.curbsideclassic.com/blog/ccoty-1966-nomination-renault-r16-heres-the-real-car-of-the-future/
  34. https://www.classicandsportscar.com/features/cross-channel-clash-renault-16-vs-austin-maxi
  35. https://www.losangemagazine.com/losange_magazine_issue_6_summer_2019/r16_ts
  36. https://www.caroftheyear.org/winners/1966/index.php
  37. https://www.motor1.com/features/236053/all-car-of-year-winners/
  38. https://www.facebook.com/100064738296677/posts/european-car-of-the-year-award-1966the-winner-of-the-1966-european-car-of-the-ye/1164208199080446/
  39. https://www.aronline.co.uk/reviews/best-1970s-hatchbacks/
  40. https://petrolblog.com/articles/renault-16-ts-fast-outside-soft-inside
  41. https://www.classiccarsforsale.co.uk/reviews/classic-renault-reviews-16
  42. https://www.aussiefrogs.com/forum/index.php?threads/renault-16ts-auto.19367/
  43. https://www.story-cars.com/1961-renault-project-114-prototype-bagatelle
  44. https://lignesauto.fr/?p=38352
  45. https://petrolblog.com/articles/renault-16-coupe-cabriolet
  46. https://www.press.renault.co.uk/releases/1896
  47. https://www.secret-classics.com/en/45-years-of-renault-20-and-30/
  48. https://www.carandclassic.com/list/36/16/
  49. https://www.classic-trader.com/uk/cars/search/renault/r-16
  50. https://r16site.com/links/index.htm
  51. https://www.citedelautomobile.com/en/collections/renault-type-r-16-ts/
  52. https://www.renault16shop.com/?Lng=en
Add your contribution
Related Hubs
User Avatar
No comments yet.