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Renault 21
Renault 21
Renault 21
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Renault 21
Overview
ManufacturerRenault
Also calledEagle Medallion (U.S. & Canada)
Renault Étoile (Colombia)
Renault Medallion
Production1986–1994
1990–1995 (Turkey)
Assembly
DesignerGiorgetto Giugiaro at Italdesign
Body and chassis
ClassMid-size car/Large family car (D)
Body style4-door saloon
5-door Nevada
5-door liftback
Layout
Powertrain
Engine
Transmission5-speed manual
3-or-4-speed automatic
Dimensions
Wheelbase2,600 mm (102.4 in) saloon
2,750 mm (108.3 in) wagon
Length4,462 mm (175.7 in) saloon
4,644 mm (182.8 in) wagon
Width1,715 mm (67.5 in)
Height1,415 mm (55.7 in) saloon
1,421 mm (55.9 in) wagon
Curb weight1,190 kg (2,624 lb)[1]
Chronology
PredecessorRenault 18
SuccessorRenault Laguna

The Renault 21 is a large family car produced by French automaker Renault between 1986 and 1994. It was also sold in North America initially through American Motors dealers as the Renault Medallion and later through Jeep-Eagle dealers as the Eagle Medallion. A total of 2,096,000 units were produced.[citation needed]

The Renault 21 saloon was launched in the beginning of 1986, as the successor to the successful Renault 18, and this was followed a few months later by the seven seater station wagon, the R21 Nevada, marketed as the Savanna in the United Kingdom. In 1987, What Car? awarded the Renault 21 GTS Best Family Saloon. The Renault 21 Savanna was awarded Car of the Year, as well as Best Family Estate.

Design

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1993 Renault 21 GTX Nevada
Rear view of Renault 21 (pre-facelift)

Unusually, the Renault 21 was offered with disparate engine configurations. The 1.7 litre version featured a transverse engine and transmission, but Renault had no gearbox suitable for a more powerful transverse engine: accordingly, faster versions featured longitudinally mounted engines. The two versions featured (barely perceptibly) different wheel bases: the engines were all relatively compact four-cylinder units and the engine bay was large enough to accept either configuration without reducing passenger space.

However, at a time when production technologies were relatively inflexible, the need to assemble differently configured engine bays on a single production line, along with the supplementary inventory requirements imposed both on Renault and on the dealership network, did compromise the Renault 21's profitability.[citation needed]

The Nevada/Savanna station wagon/estate version was slightly longer than the saloon, and was available configured with seven seats, two of those a forward-facing foldable bench seat for children (up to about age 10) that used up much of the luggage space when up. It had roof rack side rails as standard.[2][3]

History

[edit]

First unveiled on 20 November 1985 and officially launched in February 1986, the R21 gave Renault a new competitor in this sector after eight years of the R18, which was declining in popularity after a very strong start to its commercial life. It had a razor like design, which was different from contemporary cars of the era, e.g. the Ford Sierra (with its "jelly mould" design) and the Opel Ascona.[4]

It was sold in right hand drive for the United Kingdom from June 1986.

The car was revamped considerably in May 1989, both technically and aesthetically – the new sleeker outward appearance was similar to the also recently revamped Renault 25, and a liftback body style was also added to the range (which soon became more popular than the saloon in France) along with a sporty 2.0 L Turbo version. Of the saloons, the TXi 2.0 12v and 2.0 turbo were also available with the four-wheel-drive Quadra transmission. The Nevada wagons received four-wheel-drive in the eight-valve 2.0 and in the naturally aspirated 2.1 Diesel, as the 12-valve and the turbo were not available with this body style.[5] The front-wheel-drive 21 Turbo was capable of 227 km/h (141 mph).[6] At the 1989 Frankfurt Motor Show the fuel injected 2.2i model was introduced, originally reserved for the German market (being a different model than the earlier 2.2s built for the US) where insurance and tax regulations suited larger engines with less peak power. Injected engines were equipped by Renix engine control unit, developed by a joint venture by Renault and Bendix. This car was also available with four-wheel-drive, exclusively as a Nevada.[5]

The Renault 21 liftback and saloon petrol models ceased production in the beginning of 1994, following the launch of the all new Laguna liftback, but the diesels and the Nevada/Savanna remained on the market, until their replacement Laguna variants were launched (end of 1994 for the diesels, and end of 1995 for the Nevada/Savanna).

A Renault 21 TSE, donated as a personal gift to Václav Havel by the president of Portugal Mário Soares just before the Velvet Revolution, served for a while as the official state car of the President of Czechoslovakia in 1989.

Other markets

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Argentina

[edit]

The R21 was built in Argentina at the Renault facility in Santa Isabel (Córdoba Province) from late 1988 until early 1996. Production continued in Argentina for some years after its demise in European markets. Two body styles were built: saloon and Nevada (station wagon). It has been equipped with both petrol and diesel engines, (carburetor for the early production, fuel injection for the later engines).

The available engines ranged from 1.8 liters (92CV carbureted/95CV injection), 2.0 liters (110CV without catalytic converter/105CV with catalytic converter), up to 2.2 liters (120CV without catalytic converter/110CV with catalytic converter), as well as the 2.1-liter diesel version (72CV)

Rear view of Renault 21 (post-facelift)
1993 Renault 21 2.0 GTS Manager liftback

The liftback was imported from France and called by the trim "Alizé". It was replaced for the Laguna.

Turkey

[edit]

The R21 was manufactured in Turkey in the early 1990s, with two different engine and in three different trim levels. The entry level model was simply the 21 (1.7 L), the mid-range trim was called 21 Manager (1.7 L, 90 PS), and at the top-of-the-line sat the 2.0-liter fuel injected "Concorde." Later on, the lower cost 1.6-litre "Optima" and the "Manager 2000" with a 2 L, 122 PS engine were introduced. The Oyak-built Renault 21 was produced and sold up to the end of 1996 in Turkey.

United States and Canada

[edit]
Main article: Eagle Medallion

The R21 was also sold in the United States and Canada from 1987 to 1988 as the Renault Medallion and later in 1988 until the end of the line in 1989 as the Eagle Medallion with the 2.2 L engine as the only powerplant.[7] However, the car was only on sale for a few months in 1987 before Renault sold its investment in American Motors Corporation (AMC) to Chrysler. AMC dealers were now under the newly formed Jeep-Eagle Division of Chrysler, and now as Jeep-Eagle dealers, they continued to sell the car as the Eagle Medallion until 1989.[8] The North American version had somewhat different styling to comply with front and rear impact regulations and different lighting standards.

Colombia

[edit]

The 21 was launched in Colombia in 1987. Initially, it was only available with the four-door saloon body with the 2.0 L longitudinal engine. In October of the same year, the Renault 21 Nevada was launched, with the same engine as the saloon. in 1989 Sociedad de Fabricación de Automotores S.A. (SOFASA) launched a version called RS with the 1.6-liter C2L engine, also used in the TXE version of the Renault 9. In 1990, the name was replaced by the Étoile. This was the first car with electronic fuel injection assembled in Colombia. The three available versions available were:

  • TS Saloon, Break, Penta (hatchback body) Engine 1.6  L 73 PS (54 kW; 72 hp), manufactured until 1994
  • TX with engine 2.0  L 100 PS (74 kW; 99 hp)
  • TXi after called Bravo: engine 2.2  L 128 PS (94 kW; 126 hp).

Engines

[edit]
  • 1.4 L (1397 cc) petrol OHV 8 valve I4; 68 PS (50 kW; 67 hp); top speed: 165 km/h (103 mph) (Turkish development from C series block, called C2J, also available in Portugal and Yugoslavia)
  • 1.4 L (1397 cc) petrol OHV 8 valve I4; 70 PS (51 kW; 69 hp); top speed: 168 km/h (104 mph)
  • 1.6 L (1565 cc) petrol OHV 8 valve I4; 73 PS (54 kW; 72 hp); top speed: 165 km/h (103 mph); 0–100 km/h: 12.0 s (Argentinian development from C-series block, called C2L, available in Argentina and Colombia)
  • 1.7 L (1721 cc) petrol SOHC 8 valve I4 carb.; 76 PS (56 kW; 75 hp); top speed: 173 km/h (107 mph); 0–100 km/h: 12.0 s (Available in TL and TLE models)
  • 1.7 L (1721 cc) petrol SOHC 8 valve I4 SPI; 75 PS (55 kW; 74 hp); top speed: 172 km/h (107 mph); 0–100 km/h: 12.5 s
  • 1.7 L (1721 cc) petrol SOHC 8 valve I4 carb.; 90 PS (66 kW; 89 hp); top speed: 185 km/h (115 mph); 0–100 km/h: 10.7 s (Available in TS, RS, GTS and TSE models)
  • 1.7 L (1721 cc) petrol SOHC 8 valve I4 carb.; 88 PS (65 kW; 87 hp); top speed: 181 km/h (112 mph)
  • 1.7 L (1721 cc) petrol SOHC 8 valve I4 MPI; 95 PS (70 kW; 94 hp); top speed: 185 km/h (115 mph); 0–100 km/h: 10.7 s
  • 2.0 L (1995 cc) petrol SOHC 8 valve I4 MPI; 135 PS (99 kW; 133 hp); top speed: 220 km/h (137 mph); 0–100 km/h: 10.9 s (Available in GTX and TXE models)
  • 2.0 L (1995 cc) petrol SOHC 12 valve I4; 136 PS (100 kW; 134 hp); top speed: 230 km/h (143 mph) ; 0–100 km/h: 9.2 s (available in the TXi and TXi Quadra models)
  • 2.0 L (1995 cc) petrol SOHC 8 valve I4 MPI turbo; 175 PS (129 kW; 173 hp); top speed: 227 km/h (141 mph); 0–100 km/h: 7.4 s (available in Turbo and Turbo Quadra models).
  • 2.0 L (1995 cc) petrol SOHC 8 valve I4 MPI turbo; 175 PS (129 kW; 173 hp); top speed: 222 km/h (138 mph); 0–100 km/h: 7.8 s
  • 2.2 L (2165 cc) petrol SOHC 8 valve I4 MPI; 110 PS (81 kW; 108 hp); top speed: 192 km/h (119 mph) ; 0–100 km/h: 9.9 s
  • 1.9 L (1870 cc) diesel SOHC 8 valve I4; 65 PS (48 kW; 64 hp); top speed: 160 km/h (99 mph); 0–100 km/h: 16.0 s (available in SD and GSD models)
  • 2.1 L (2068 cc) diesel SOHC 8 valve I4; 67 PS (49 kW; 66 hp); top speed: 164 km/h (102 mph) ; 0–100 km/h: 15.6 s (available in TD and GTD models)
  • 2.1 L (2068 cc) diesel SOHC 8 valve I4; 73 PS (54 kW; 72 hp); top speed: 170 km/h (106 mph) ; 0–100 km/h: 15.1 s
  • 2.1 L (2068 cc) diesel SOHC 8 valve I4 turbo; 88 PS (65 kW; 87 hp); top speed: 177 km/h (110 mph) ; 0–100 km/h: 11.8 s

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Renault 21

View on Grokipedia
from Grokipedia
The Renault 21 (also known as the R21) is a large family car manufactured by the French automaker Renault from 1986 to 1994, succeeding the Renault 18 as the company's flagship model in the executive segment. It was offered in four-door saloon, five-door hatchback, and five-door estate (Nevada in Europe or Savanna in other markets) body styles, with the estate variant introduced in 1987 and providing optional seven-seat configuration for added versatility. Designed by Italian stylist at Italdesign, the Renault 21 debuted at the 1986 Motor Show with a sleek, aerodynamic profile that emphasized comfort and space for mid-size family use, measuring approximately 4.46 meters in length for saloon and versions. Production occurred primarily at Renault's plant in , with additional assembly in , ; near , ; and , , to serve international markets. In , it was rebadged and sold as the from 1987 to 1989 through Chrysler's import network, marking Renault's final major presence in the U.S. market. The model featured a diverse engine lineup to cater to various needs, including front-wheel-drive configurations with longitudinally mounted petrol engines (1.7-litre and 2.0-litre four-cylinders producing 88 to 115 hp) and transversely mounted diesels (mainly 2.1-litre units producing 85 to 115 hp), while higher trims offered optional all-wheel drive via the Quadra system. A standout variant was the Renault 21 Turbo, introduced in 1987 with a 2.0-litre delivering 175 hp and 270 Nm of , enabling from 0 to 100 km/h in 7.4 seconds and a top speed of 230 km/h, positioning it as a sporty rival to contemporaries like the E30. The car underwent a significant facelift in 1989 (Phase II), with revised front and rear styling, enhanced safety features like ABS, and refined interiors, followed by further updates in 1992, before being replaced by the in 1994.

Development and Design

Project Development

The Renault 21 originated as a strategic successor to the family car and the executive models, addressing the need for a versatile mid-size vehicle that bridged everyday practicality with upscale appeal in the early 1980s. Designated under internal project code 48, development commenced around 1980 to revitalize Renault's presence in the , where the aging lineup had lost ground to more modern rivals. The project aimed to consolidate two distinct market roles into a single platform, offering improved interior space utilization through innovative packaging and a more aerodynamic profile to enhance and high-speed stability. Key objectives focused on elevating the model's executive positioning while maintaining family-oriented versatility, directly targeting competitors such as the , , and in Europe, with aspirations to challenge premium entrants like the and through superior space efficiency and ride comfort. Engineers prioritized aerodynamic refinement, achieving a low via sleek, wedge-shaped styling that maximized cabin volume without excessive exterior length. Prototyping intensified from , with extensive testing phases emphasizing crash safety, suspension tuning for balanced handling, and durability under varied conditions to meet emerging European regulations. The exterior design, led by at Italdesign, drew inspiration from contemporary concepts like the 1982 Renault , finalizing the silhouette by October after iterative reviews. Production planning centered on Renault's French facilities, with primary assembly at the Douai plant in northern , supplemented by assembly in Haren, , to scale output for the 1986 model year launch. This setup enabled rapid ramp-up to meet anticipated demand across and export markets. The target debut in February 1986 followed a unveiling on November 20, 1985, marking the culmination of roughly five years of refinement. A core engineering challenge involved integrating a front-wheel-drive architecture adaptable to diverse powertrains, particularly accommodating larger inline-four engines in a longitudinal orientation alongside the standard transverse setup for smaller units. This duality necessitated multiple subframes, varying wheelbases (shorter by 2.4 inches for longitudinal applications), and adjusted suspension geometries to mitigate front-end weight bias and preserve handling poise. constraints for turbocharged variants and provisions for potential V6 compatibility—shared with the related platform—demanded careful optimization of the engine bay and driveline, balancing performance aspirations with manufacturability and cost control. These adaptations, while innovative, contributed to development complexities but ensured flexibility for future variants.

Styling and Engineering

The Renault 21 featured an exterior design characterized by a sloping and a saloon profile, which contributed to its aerodynamic efficiency and modern appearance for a mid-1980s . This styling was initially developed in collaboration with , whose angular proposals influenced the final fluid lines, including integrated bumpers and a low roofline that evoked a coupé-like in saloon form. The car's dimensions included a length of 4.46 meters and a of 2.67 meters for the saloon variant, providing a spacious interior while maintaining compact proportions suitable for European executive markets. Aerodynamic considerations were central to the Renault 21's engineering, achieving a (Cd) of 0.31 through features such as flush-mounted glass, a steeply raked windscreen, and integrated rear spoilers. Underbody panels and smooth wheel arch liners further reduced , enhancing and high-speed stability without compromising everyday usability. These elements positioned the Renault 21 as one of the more aerodynamically refined saloons of its era, with the design prioritizing low wind resistance over aggressive styling cues. The employed a steel unibody construction, emphasizing ride comfort through at all four wheels, with MacPherson struts and lower wishbones at the front paired with trailing arms and torsion bars at the rear. Rack-and-pinion steering provided precise handling, tuned more for compliant touring than sharp sportiness, which aligned with the model's executive positioning. This setup delivered a balanced ride over varied surfaces, contributing to the car's reputation for long-distance refinement. Safety engineering included a reinforced passenger cell to protect occupants during impacts, along with front and rear designed to absorb collision energy in line with 1980s European regulations. Higher trims, such as the Turbo models, adopted (ABS) as an early option, improving control on slippery surfaces and marking a forward-thinking feature for the segment. Build quality relied on high-strength steel panels, some galvanized for enhanced corrosion resistance, which helped the Renault 21 withstand harsh winter conditions common in Europe. Curb weights varied from approximately 1,100 kg for base models to 1,300 kg for heavier variants like the Turbo, balancing structural integrity with drivability.

Interior and Features

The Renault 21 featured a spacious five-seat cabin designed for family use, with generous front legroom of 17.3 inches from the accelerator pedal to the junction of the back seat cushion and squab, and back seat knee room of 8.1 inches. The saloon variant offered a boot capacity of 420 liters, expandable via split-folding rear seats in higher trims for increased versatility. Front seats included height-adjustable cushions with a 7-degree angle change on most versions except base TL and TS models, enhancing driver and passenger comfort. Available in trim levels such as the entry-level TX, mid-range GTS, and upper TSE, the interior combined practicality with executive styling elements. Base models came with cloth , while mid- and upper trims offered or optional seating, along with wood accents on the in luxury variants. Standard equipment across trims included power-assisted steering, an adjustable-height steering wheel on TXE and above, power windows, central locking with , and a stereo system. Higher trims added features like electric , , and manual climate control for enhanced refinement. Ergonomics emphasized intuitive controls and an airy layout, with slim door panels providing ample elbow room and a wedge-shaped featuring a tall instrument cluster for better visibility. The cabin's overall fit and finish was described as decent and superior to PSA rivals, though materials drew criticism for their plasticky quality when compared to German competitors. was aided by wide-opening doors and a low load floor, facilitating easy entry and cargo loading.

Production History

Launch and Early Models

The Renault 21 was unveiled at the 1985 on November 20 and went on sale across starting in spring 1986, succeeding the as a mid-size family saloon. Sales began in in March 1986, where it quickly gained traction, capturing 10.5% of the market by June. Initial production occurred primarily at Renault's Sandouville plant near , with additional assembly at other French facilities and some subcontracting to meet demand. The early model range focused on four-door saloons offered in TX, GTS, and TXE trims, catering to a variety of buyers with options for different engine displacements while emphasizing spacious interiors and practical features. The Nevada estate variant, known as the Savanna in some markets, was introduced later in 1986, expanding the lineup with enhanced cargo capacity and optional seven-seater configurations for family use. In its first full year, the Renault 21 achieved sales of 93,907 units in France alone, rising to 132,306 in 1987, contributing to over 226,000 units produced in the initial two years across Europe, mainly at domestic plants. Contemporary reviews praised the Renault 21 for its competitive value, generous interior space, and competent handling that rivaled contemporaries like the , positioning it as a versatile family executive option. However, early models faced criticism for reliability concerns, particularly with complex electronics such as dashboard displays and cooling systems, which led to issues like overheating and costly repairs in period assessments. Marketing campaigns highlighted its "French character" and practicality, promoting it as an intelligent choice for executives seeking affordability and multifunctionality over outright luxury.

1990 Facelift

The 1989 facelift of the Renault 21, known as Phase II, was introduced in May 1989, marking a mid-cycle refresh three years after the model's launch to sustain market interest. Exterior updates focused on the front end with rounder fascia edges, wider headlights, a body-colored bumper replacing the prior black unit, and integrated fog lamps on higher trims like the Turbo. Rear changes included redesigned taillights and bumpers for improved aesthetics and minor aerodynamic refinements, such as smoother air flow around the body. These modifications gave the car a fresher, less angular look while maintaining its overall three-box proportions across sedan, hatchback, and estate body styles. Inside, the facelift brought a redesigned wedge-shaped with a taller instrument cluster for enhanced visibility and , repositioning the higher on the center stack and controls below the vents. Trim materials were upgraded for a less brittle feel, and sound insulation was improved to reduce road noise, contributing to better-appointed cabins overall. Mechanical enhancements included stiffer suspension tuning for sharper handling and refined for improved responsiveness, alongside the introduction of Phase II engines tuned for stricter emissions compliance. These updates addressed earlier criticisms of vague and a soft ride without altering the core setup. The facelift extended the model's production life until 1994, with cumulative output surpassing 2 million units by the end of its run.

Body Styles and Variants

The Renault 21 was primarily offered as a four-door saloon, measuring approximately 4.46 meters in length and serving as the standard body configuration across all trim levels. This design emphasized a spacious interior for family use while maintaining a sleek, aerodynamic profile penned by . In late 1986, Renault introduced the estate variant, known as the in most markets and Savanna in the UK, featuring an extended roofline that increased overall length to about 4.64 meters and provided additional cargo capacity of around 674 liters with seats up. Higher-trim estate models included options for seven seats and enhanced load-carrying capabilities, making it suitable for larger families or utility needs. A five-door body style was added in May 1989 as part of the Phase II facelift. Among special variants, the 21 Turbo debuted in 1987 as a performance-oriented saloon with a turbocharged engine producing 175 horsepower and upgraded sport suspension for improved handling. The Quadra variant followed in 1989, adding all-wheel drive via a system integrated with an epicyclic center differential to enhance traction in adverse weather conditions; it was available in both saloon and estate forms. Limited editions, such as the 2.0 Automatic and GTX Special Edition, offered automatic transmissions and unique trim packages for select markets. Buyers could customize the Renault 21 with optional alloy wheels, body spoilers, and specialized color schemes, though no or versions were ever produced. The facelift introduced minor styling refinements to these body styles, including revised bumpers and for a more modern appearance.

Powertrains

Petrol Engines

The Renault 21 was equipped with a range of petrol engines, primarily inline-four configurations, all designed for a and efficiency in a mid-size . These spark-ignition units featured overhead camshafts and were available in naturally aspirated and turbocharged forms, with displacements from 1.7 to 2.2 liters. Entry-level models relied on the 1.7-liter inline-four or 1.8-liter variants for economical daily driving, while mid-range options included a naturally aspirated 2.0-liter unit, and more powerful variants catered to performance-oriented buyers. The base 1.7-liter inline-four (F3N code) produced 93 horsepower in its carbureted version, rising to 95 horsepower with in later models, and was paired with a five-speed for . This unit delivered a top speed of 175 km/h and accelerated from 0 to 100 km/h in approximately 12 seconds, making it suitable for urban and commuting in entry-level trims like the GTL. Fuel consumption averaged around 8 liters per 100 km in mixed conditions. Maintenance involved replacing the timing belt every 60,000 km or four years to prevent damage. A 1.8-liter inline-four (F8M code) offered 90-95 hp in some markets for similar economy-focused use. For enhanced performance, a naturally aspirated 2.0-liter inline-four produced 115-120 hp in trims like the GTX. The turbocharged 2.0-liter inline-four (J7T code), with the intercooled version introduced in , delivered 175 PS at 5,200 rpm and 270 Nm of at 3,000 rpm. This setup achieved 0-100 km/h in 7.4 seconds and a top speed of 230 km/h, though early non-intercooled units exhibited noticeable turbo lag below 2,500 rpm, which could affect low-speed responsiveness. Fuel economy ranged from 8 to 10 liters per 100 km, depending on driving style. Like other engines, it required timing belt replacement at similar intervals, with turbo-specific maintenance focusing on cleaning to mitigate lag over time. Higher-end executive models featured the 2.2-liter inline-four (J7T base) at 110 horsepower and 169 Nm, providing smoother operation than the base unit. Both met evolving standards through catalytic converters introduced from 1990, reducing and CO emissions.
EngineDisplacementPowerTorque0-100 km/hTop SpeedNotes
1.7L I41,721 cm³93-95 hp129-140 Nm12 s175 km/hCarbureted/injected; entry models
2.0L Turbo I41,995 cm³175 hp270 Nm7.4 s230 km/hIntercooled from 1987; turbo lag in early units
2.2L I42,165 cm³110 hp169 Nm11 s190 km/hExecutive trims; smoother delivery

Diesel Engines

The Renault 21 featured diesel engines derived from the SOFIM design, emphasizing and to appeal to European buyers seeking economical family cars. The primary option was the 2.1 L inline-4 (engine code J8S or S8U), introduced in 1986 for the initial models and refined in subsequent years. This unit delivered 88 hp (65 kW) at 4,250 rpm and 200 Nm of at 2,250 rpm, prioritizing low-end pull for towing and load-carrying applications. Fuel consumption averaged 6.5-7.5 L/100 km in mixed driving, contributing to the model's reputation for cost-effective operation compared to petrol variants, which offered higher peak power but lower . A naturally aspirated 2.1 L version of the same family produced 70 hp (52 kW) and around 140 Nm, providing a smoother running alternative suited to estate variants for everyday load-hauling with for reliable combustion. Following the 1990 facelift, diesel options were updated to meet emerging Euro 1 emissions standards, with turbo variants gaining minor refinements for improved power delivery up to 90 hp while maintaining torque focus. Performance across these engines included 0-100 km/h times of 14-16 seconds and top speeds of 170-180 km/h, balancing practicality with moderate acceleration. These powertrains were noted for exceptional durability, often exceeding 300,000 km with regular maintenance such as timely timing belt replacements. In the European market, the diesel engines played a key role in the 21's positioning, benefiting from lower taxes and favorable company car taxation policies that incentivized efficient powertrains over thirstier petrol options. This made them particularly popular in countries like and , where diesel accounted for a significant share of , though adoption was limited in other regions due to varying availability and preferences.

Transmissions and Drivetrains

The Renault 21 was equipped with a standard front-wheel-drive configuration, featuring a 60:40 front-to-rear that contributed to balanced handling and efficient power delivery. Most models utilized a five-speed , known for its precise shifting and reliability across various engine options, with gear ratios typically including a first gear of around 3.45:1, second at 1.94:1, third at 1.29:1, fourth at 0.97:1, and fifth at 0.80:1, paired with final drive ratios such as 3.44:1 or 3.56:1 optimized for fuel economy on engines like the 2.0-liter petrol unit. Early base diesel variants, such as certain 2.1-liter models up to 1992, offered a four-speed manual option for simpler operation in entry-level trims. Automatic transmission options were introduced in 1987, primarily as a four-speed unit available on higher-output engines like the 2.0-liter petrol and V6 variants, providing smoother urban driving at the expense of some performance responsiveness compared to . Later models adopted the ZF 4HP20 four-speed automatic with overdrive, enhancing efficiency by allowing higher cruising speeds in top gear. Manual transmissions generally delivered 1-2 L/100 km better fuel economy than automatics, with combined figures for manual-equipped 2.0-liter models around 8.3 L/100 km versus 9.5-10 L/100 km for automatics under similar conditions. For enhanced traction, Renault offered the optional Quadra all-wheel-drive system from 1989 to 1992, available on select Turbo and 2.2-liter models, which added approximately 50 kg to the vehicle's curb weight. The Quadra setup employed a full-time four-wheel-drive layout with a viscous center differential and , providing a nominal split of 65% to the front and 35% to the rear under normal conditions, with the viscous enabling dynamic adjustments for slip. This system, derived from the , improved stability on varied surfaces but reduced combined fuel efficiency to about 9 L/100 km in Turbo Quadra variants due to the added drivetrain losses.

Markets and Sales

European Market

The Renault 21 debuted in in 1986 as a saloon and estate, succeeding the and targeting the mid-size segment with its spacious interior and versatile body styles. Over its production run from 1986 to 1994, it sold more than 2 million units across the continent, establishing itself as a core offering in Renault's lineup and benefiting from the company's strong domestic manufacturing base. In , its primary market, the model achieved peak popularity with over 500,000 units registered, particularly the estate variant, which became a due to its seven-seat capacity and affordability compared to rivals like the Break and SW. Sales were also solid in and , where it appealed to families seeking practical, value-oriented vehicles amid the era's economic recovery. To suit regional preferences, Renault introduced right-hand-drive versions for the and from June 1986, with the saloon arriving first followed by the estate later that year. Diesel engines, including the 2.1-liter naturally aspirated and turbocharged options, gained significant traction across , driven by lower taxes and incentives that made them up to 20% more economical for high-mileage users; by the late , diesels accounted for nearly half of R21 registrations in markets like and . In competition with contemporaries such as the , ( in ), and , the R21 often outperformed the Sierra in family-oriented segments through its roomier cabin and competitive pricing, though it lagged behind the Passat in premium sales; leveraged its extensive dealer network for effective distribution and aftersales support. The model's phase-out began in 1993 with the introduction of the hatchback-focused , which fully replaced it by early 1994, allowing remaining inventory to be cleared through 1995 amid shifting consumer tastes toward more aerodynamic designs. Beyond sales, the Renault 21 held notable cultural resonance in France during the 1980s, epitomizing the nation's automotive resurgence post-nationalization with its blend of practicality and subtle flair; it was a staple in corporate fleets for executives and sales teams, reinforcing Renault's image as an accessible yet innovative brand.

North American Market

The Renault 21 entered the North American market in 1987 as the Renault Medallion, sold exclusively through American Motors Corporation (AMC) dealerships in the United States and Canada. Following Chrysler's acquisition of AMC and Renault's subsequent divestment of its stake on March 9, 1987, the model was rebadged as the Eagle Medallion for the 1988 and 1989 model years and distributed via Jeep-Eagle dealers. Available as a sedan or wagon, it featured a longitudinally mounted 2.2-liter inline-four engine producing 103 horsepower, paired with a five-speed manual or three-speed automatic transmission; no diesel or V6 options were offered in this market. To comply with U.S. federal regulations, underwent several adaptations, including larger energy-absorbing bumpers, wider rear taillights for visibility, speedometers calibrated in , and emissions-tuned engines with catalytic converters to meet Environmental Protection Agency standards. Suspension, steering, and braking systems were also recalibrated for North American road conditions and safety requirements, such as improved and theft deterrence. Base pricing started at around $12,800 for the sedan, rising to $15,000 with options like , , and power accessories. Total sales across its two-year run totaled approximately 25,700 units, with 7,053 sold in , 14,712 in , and 3,907 in 1989, far below expectations for a midsize import. Performance was undermined by Renault's rapid exit from direct U.S. operations after the AMC sale, which disrupted supply chains and dealer support, compounded by consumer skepticism toward Renault's reliability stemming from issues with prior models like the . Marketed as a sophisticated alternative to the , emphasizing its spacious interior and European handling, the Medallion was ultimately discontinued following Chrysler's full integration of the division and phase-out of Eagle passenger cars. In the present day, surviving Medallions are rare due to low production and the absence of official parts support since Renault's departure, making maintenance challenging for owners reliant on aftermarket or salvaged components. However, a niche collector community has emerged, particularly around imported European Renault 21 Turbo variants, valued for their performance heritage and as curiosities of the AMC-Renault partnership.

Other International Markets

In , the 21 was assembled by Renault Argentina at the Santa Isabel plant in from January 18, 1989, to September 7, 1996, with production totaling 37,898 units across saloon and () body styles. Initial models included the TXE saloon and variants, later updated in the Phase II facelift from 1992 with revised front styling, side moldings, and interior enhancements; a Alize was introduced in 1994. Local production utilized 2.0-liter petrol engines adapted from 's lineup to meet regional fuel and emissions standards, alongside diesel options for broader appeal. Assembly addressed high import tariffs under Argentina's protectionist policies, enabling competitive pricing despite economic volatility. In , began production of the Renault 21 in 1988 at its facility, continuing until 1996 with a focus on sedan and estate variants tailored for domestic needs, including diesel engines emphasizing for local driving conditions. The diesel estates, such as those with the 2.1-liter , were prioritized for their durability and lower running costs, with units exported to Middle Eastern markets like and to leverage regional demand for robust family vehicles. Production adaptations included reinforced components to handle varied road quality, supporting Oyak-Renault's role in Turkey's automotive export growth during the . Colombia saw CKD (completely knocked down) assembly of the Renault 21 by Sofasa (Sociedad de Fabricaciones de Automotores S.A.) from 1987 to 1994, with over 12,000 units produced primarily as sedans and estates for the Andean market. Launched in March 1987 with 2.0-liter petrol and 2.1-liter diesel engines, models featured tropicalized and enhanced rust-proofing to combat humid climates and coastal . Local assembly mitigated import tariffs and supported small-volume distribution across , , and , though production ended in 1994 to transition to the . Limited assembly of the Renault 21 also took place in , , though production volumes were minimal and primarily for local evaluation or small-scale distribution. Exports to other regions were limited; in , right-hand-drive Renault 21 TXE sedans arrived in 1987 with 2.2-liter engines, but sales remained modest due to competition from local icons like the , totaling under 1,000 units through the early 1990s. In , diesel variants dominated exports to markets like and North African countries, adapted with higher ground clearance for rough unpaved roads and emphasizing low-maintenance powertrains amid fuel scarcity and import restrictions. Local challenges across included navigating protectionist tariffs that necessitated CKD operations and engineering firmer suspensions for potholed rural roads, enhancing the model's longevity in diverse terrains.

Reception and Legacy

Critical Reception

Upon its launch in 1986, the Renault 21 received praise from automotive publications for its spacious interior and strong value proposition as a . Reviewers highlighted the model's roomy cabin and versatile estate variant, with What Car? awarding the 21 Savanna GTX its title in 1987, commending its refined performance, rapid acceleration, and practical estate design that enhanced the saloon's appeal. The RAC noted the 21's unusual styling but emphasized its abundant space and affordability, particularly for higher-spec used examples, positioning it as a bargain for buyers seeking comfort without premium pricing. The high-performance 21 Turbo variant, producing 175 hp from its 2.0-liter turbocharged engine, was particularly lauded for its handling and dynamics. Motor Sport magazine described it as a capable challenger to rivals like the Mercedes 190E 2.3-16 and 325i, praising its balanced chassis and absence of direct competitors in the turbo saloon segment at the time. CarThrottle echoed this in retrospective coverage, highlighting the Turbo Quadra's all-wheel-drive system for eliminating and delivering impressive 0-60 mph times around 7.1 seconds, making it a forgotten gem among performance cars. Criticisms centered on inconsistencies in build quality and engine refinement, especially in base models and diesel variants. AROnline's analysis pointed to shoddy assembly, unpredictable handling in adverse conditions, and an unappealing interior as detracting from the overall experience, though later updates improved some aspects. Diesel engines were often faulted for excessive noise and sluggish performance, with user reports on Honest John describing the 2.1-liter unit as economical but lacking power for highway driving. In the North American market, where it was sold as the Eagle Medallion, reviews criticized poor rust protection, contributing to durability concerns in salted-road regions. Long-term retrospective views have grown more appreciative of the 21's innovations, such as the Quadra all-wheel-drive system in the Turbo model, which Drive-My praised for broadening its appeal through superior grip and performance utilization. However, it was frequently critiqued for falling short of German competitors in overall refinement and material quality. User feedback from period surveys reflects high satisfaction with comfort and ride quality—Parkers owners rated it strongly for space and suspension—but lower scores for electronics reliability in pre-1990 models, with Carsurvey.org averaging 4/10 for dependability amid reports of intermittent electrical issues.

Sales Performance

The Renault 21 achieved a total production of 2,096,000 units between 1986 and 1994. In the European , the Renault 21 captured 5-7% overall, establishing itself as a solid mid-tier performer. It performed strongly in , bolstered by diesel models that accounted for a growing portion of sales in the early . In contrast, its U.S. as the was negligible at under 0.1% share. Diesel engine popularity significantly boosted sales through the , particularly in export markets, while early economic downturns curtailed exports and contributed to the production decline.

Successors and Impact

The Renault 21 was directly succeeded by the first-generation , launched in 1994 as a more refined large family car that replaced the 21 across Renault's lineup. The Laguna continued the 21's emphasis on estate variants, adopting the "Nevada" naming tradition for its wagon body style and maintaining a focus on spacious, practical designs for families. This transition marked a smoother evolution compared to the 21's own introduction, with the Laguna benefiting from enhanced build quality and to address prior criticisms. The Renault 21 played a key role in paving the way for Renault's revitalization in the , helping stabilize the brand amid financial challenges through solid sales and export efforts that bolstered its image as a capable French manufacturer. Its Quadra all-wheel-drive system, introduced in on Turbo models, built upon Renault's existing 4WD technology from the Espace and advanced the company's expertise in integrating AWD into passenger vehicles, influencing later applications in models like the Safrane. The 21's international exports, including as the in , further enhanced Renault's global footprint despite mixed reception. Today, the Turbo and Quadra variants of the Renault 21 are highly sought after by enthusiasts for their performance heritage and rarity, with well-maintained examples fetching €5,000 to €15,000 at and private sales as of 2025. Dedicated clubs, such as the Club Renault 21 and Renault 21 Turbo Club, support preservation efforts across , fostering communities around restoration and events. The contributed to the broader democratization of the by prioritizing expansive interior space, versatile estate configurations, and affordability over high-performance focus, making premium family transport more accessible in during the late and early 1990s. Its early reliability challenges, including electrical and cooling issues, prompted to refine quality control and engineering standards, informing improvements in post-2000 models under the Renault-Nissan alliance. As of 2025, the Renault 21 endures as a benchmark in circles for French , valued for its bold styling, turbocharged performance options, and role in Renault's path to modern recovery.

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