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  • Renault Alliance
  • Renault Encore
  • Renault GTA
1985 Renault Alliance 2-door
Overview
ManufacturerAmerican Motors Corporation
ProductionJune 1982–June 1987
Model years1983–1987
AssemblyKenosha, Wisconsin, United States
Designer
Body and chassis
ClassSubcompact
Body style
LayoutFront-engine, front-wheel drive
RelatedRenault 9 & 11
Powertrain
Engine
  • 1.4 L I4 64 hp (48 kW; 65 PS)
  • 1.7 L I4 77.5 hp (58 kW; 79 PS)
  • 2.0 L I4 95 hp (71 kW; 96 PS)
Transmission
Dimensions
Wheelbase97.8 in (2,484 mm)
Length
  • Alliance: 163.8 in (4,161 mm)
  • Encore: 160.6 in (4,079 mm)
Width65 in (1,651 mm)
Height53.1 in (1,349 mm)
Curb weight
  • from: 2,000 lb (907 kg) base 2-door
  • to: 2,300 lb (1,043 kg) GTA conv.[2]
Chronology
Predecessor
Successor

The Renault Alliance is a front-wheel drive, front-engine subcompact automobile manufactured and marketed in North America by American Motors Corporation (AMC) for the 1983 through 1987 model years. Developed through a strategic partnership with Renault, the Alliance and its hatchback counterpart, the Encore, were significantly re-engineered versions of the European Renault 9 & 11 tailored for the U.S. and Canadian markets.

The Alliance launched as a two- and four-door sedan, followed by the Encore hatchback in 1984 and a uniquely American convertible variant in 1985. For the final model year in 1987, AMC introduced the Renault GTA, a high-performance sports version. While Renault Styling Director Robert Opron penned the original exterior, AMC Vice President of Design Dick Teague led the interior design and the development of the two-door and convertible body styles.[3]

Production took place at AMC's historic Kenosha, Wisconsin plant, totaling 623,573 units before assembly was discontinued following Chrysler's acquisition of AMC in 1987.

History

[edit]

By the late 1970s, American Motors occupied a precarious position in the U.S. marketplace relative to the "Big Three" domestic automakers. A combination of the 1973 oil crisis, the 1979 energy crisis, and the rising dominance of fuel-efficient Asian imports severely impacted sales.[4] While AMC maintained profitability through government contracts and its Jeep division, its passenger car market share plummeted to just 2% by 1979.[4]

Unlike its larger competitor, Chrysler, which received US$1.5 billion in federal loan guarantees via the Chrysler Corporation Loan Guarantee Act of 1979, AMC was not considered "too big to fail" by U.S. lawmakers.[5] Facing a refusal from banks to extend further credit for product development and the onset of the early 1980s recession, AMC sought a $90 million loan from Renault.[6] This evolved into an ownership agreement where the French government-owned company eventually acquired a controlling interest in AMC by late 1980.[7][8] This unique cross-continental merger earned the company the humorous industry nickname "Franco-American Motors."[9]

Renault's objective was to establish a North American manufacturing presence to hedge against a weak United States dollar against the French franc. The domestic carmakers had yet to bring out large numbers of small, fuel-efficient cars to deal with rising fuel prices.[4] By utilizing AMC's existing Kenosha facilities, Renault avoided the prohibitive costs and logistical hurdles that Volkswagen had previously faced in establishing its "Rabbit" version of the Mk1 Golf assembled in a new factory in Westmoreland, Pennsylvania.[10][9]

The development of the Alliance was a deeply collaborative effort.[11] Design chiefs Richard Teague (AMC) and Robert Opron (Renault) traveled between France and Wisconsin multiple times per year to synchronize their efforts.[11] A key contribution of the American team was the two-door sedan; initially, the project was intended only as a four-door, but Teague's staff prepared a two-door mockup just before Opron's review, which was immediately approved for production.[12]

Extensive market research and consumer clinics conducted between 1979 and 1982 revealed that American consumers had a slightly higher perception of the Renault brand than AMC.[13] Consequently, the car was branded as the Renault Alliance, with the AMC logo relegated to a small sticker on the rear window and the fine print of advertising materials.[14]

Production began in 1982, positioning Renault as the second European automaker to manufacture cars in the United States. Aimed at the economy segment, the two-door Alliance launched with a base sticker price of $5,595.[15][4] Having already won the 1982 European Car of the Year award, the Alliance was widely praised by the North American press upon its debut, often described as the "bargain of the year" for 1983.[16]

Model years

[edit]
1987 Alliance 2-door sedan
1986 Alliance 4-door sedan
1985 Encore 2-door hatchback
1985 Renault Encore 5-door hatchback
1986 Alliance convertible DL
Alliance L convertible
1987 Alliance L convertible

The Alliance was launched into the U.S. subcompact market segment against the Chevrolet Chevette/Pontiac 1000, Ford Escort/Mercury Lynx, Toyota Corolla E70, Volkswagen Rabbit, Chrysler twins Dodge Omni and Plymouth Horizon, Mazda GLC, Subaru DL, Nissan Sentra, and Honda Civic.[17]

1983

[edit]

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.[18] Although marketed as a Renault, the car carried AMC's logo on a rear window decal and was officially classified as a domestic automobile as it was manufactured with more than 70% U.S.-produced parts.

The Alliance was a front-drive sedan with a 163.8-inch (4,161 mm) overall length on a 97.8-inch (2,484 mm) wheelbase featuring a thrifty, transverse four-cylinder engine.[9] The Alliance had a long list of standard equipment and achieved 37 miles per US gallon (6.4 L/100 km; 44 mpg‑imp) in city driving.[19] 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.[20]

The Alliance used a Renault supplied OHV 1.4 L I4 engine from the Renault Le Car. Cars sold in 49-states came with a Renix throttle-body fuel injection, while California emissions standards required the use of multi port injection.[21] This four-cylinder was upgraded with the latest electronics that included an electronically controlled fuel system, a digital ignition system, and a microprocessor to manage the optional three-speed automatic transmission.[22] Although Renault transmissions have been equipped with Renix based electronics and sensor assemblies, the all-new electronic controlled transmission system in the Alliance was an innovation to the U.S. mass-market.[23]

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 accelerate the 2,030-pound (921 kg) Alliance from 0 to 60 mph in 14.3 seconds, and gave it an 89-mile (143 km) per hour top speed.[18] Steering was rack and pinion. The suspension system was fully independent via MacPherson struts in front, while the rear had a compact and ingenious system of transverse torsion bars and trailing arms.[20] At just under 2,000 pounds (907 kg) for the base model, the Alliance was also the lightest car assembled in the U.S. in its time.[22]

The Alliance was slightly smaller on the outside than the competing first-generation Ford Escort (North America), but it was 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 seats—where each 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.[20] In addition to the usual recline and fore-and-aft movements, the upscale DL models included a curved track that allowed the seat to be adjusted along the arc to find the most comfortable position for driver and passenger.[20]

The Alliance sold well with over 142,000 of the debut 1983 models. Sales were limited by the availability of only two body styles.[24] American Motors' had several 4-door Alliances converted into stretch limousines for publicity and official use.

1984

[edit]

American Motors introduced a companion model called Encore featuring a hatchback in both two- and four-door versions. The new derivatives featured a redesigned rear end and were 3.2 inches (81 mm) shorter than the Alliance sedans. "More versatile and a little more luxurious than the Alliance," the marketing objective of the Encore was to attract younger and more "upscale" customers, but they were really the same cars.[21] California engines featured a Bosch LU multi-point fuel-injection system.[21] The 1984 models introduced innovative electronics that included an infrared remote power locking system, a "Systems Sentry" monitoring fluid levels, as well electronically tuned sound systems.[21]

Bolstered by the additional two- and four-door hatchback models, sales increased to over 208,000 for 1984.[9] While the financial fortunes of its French partner faltered, AMC recorded $7.4 million profit in fourth quarter of 1983, which a contrast to the previous 14 consecutive quarters of losses.[25] According to Jose Dedeurwaerder, a Renault executive who became AMC's president, 1984 was profitable for AMC on an annual basis for the first time since 1979 during which the automaker lost $637.6 million.[25]

However, the new Encores were introduced 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 (and their Pontiac 1000 cousins), Ford Escorts (and their Mercury Lynx cousins), the Dodge Omni and Plymouth Horizon twins, as well as Japanese imports that were gaining popularity and market share.[4]

1985

[edit]

The 1.7 L fuel injection (EFI) engine with 5-speed transmission was introduced in 1985 as optional on all versions except the base model. It developed 96 pound-feet (130 N⋅m) of torque at 3000 rpm and 77.5 hp (58 kW; 79 PS) at 5000 rpm. Designed to be either gasoline or diesel, the new five main bearing engine was torture tested to higher levels than normal to be "the strongest Four in the industry."[26] The fully pressurized cooling system eliminated corrosive oxygen while engineers reduced the number of connections to avoid coolant leaks for both the 1.7 and 1.4 engines.[26]

In addition to the sedan, the Alliance was now offered as a convertible for 1985 (AMC's first of this body type since the 1968 Rebel).[27] The design was in collaboration with American Sunroof Company (now American Specialty Cars) that reinforced the Alliance's unibody for torsional rigidity during manufacture in Kenosha, Wisconsin.[27]

Potential buyers were asking at AMC/Jeep/Renault dealerships for an Alliance-based station wagon, who pointed them toward the larger Renault 18 Sportwagon.[28]

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 buying larger cars.[28] Increasing competition in the subcompact market segment from imported vehicles meant that total Alliance and Encore sales fell to 150,000 for 1985.

1986

[edit]

Improving economic conditions and lower gasoline prices meant total sales dropped to 65,000 in 1986. American Motors had already stopped production of the Concord and Spirit in 1983 (the four-wheel drive AMC Eagle continued to be built), while the larger Medallion (to replace the Renault 18) was not going to be ready until 1987. The automaker offered zero-interest financing on the Alliance and Encore models in the fall of 1986.[29] By mid-December 1986, around 2,000 hourly employees at its Kenosha factory were put on temporary layoff through the first week of January to balance inventory with sales of the Alliance.[30]

1987

[edit]

A separate model was added for the 1987 model year, the GTA that offered higher performance and its name recalled the Alpine GTA.[17] All models received a front end facelift and featured new headlamps. The remainder of the Alliance line was carried over, but the two Encore hatchback body variants were renamed the Alliance Hatchback.

The government of French President François Mitterrand was concerned with an upcoming election at a time when Renault not only lost its number one automaker spot in Europe, but was also losing money.[4] Moreover, while Georges Besse championed the opportunities in the North American market, Renault executives and labor leaders perceived AMC as a bottomless pit.[4] On 9 March 1987, Chrysler agreed to buy Renault's share in AMC, plus all the remaining shares, for about US$1.5 billion (US$4,250,878,735 in 2025 dollars[31]) and AMC's operations became the new Jeep-Eagle division of Chrysler.[32]

The focus of Chrysler's acquisition was on the highly profitable Jeep vehicles and the brand-new Brampton Assembly plant that was just built in Ontario, Canada.[32] In the first five months of 1987, only 13,390 Alliances were sold while inventory levels increased.[33] Nevertheless, press kits were prepared for the 1988 models and early media reports of upcoming 1988 cars stated "with the buy-out of American Motors, Chrysler will continue to market the subcompact Renault Alliance..."[34]

Alliance production at the Kenosha plant closed out as of Friday, 5 June 1987.[33] The Alliance competed with Chrysler's domestic and imported models such as the Dodge Omni, Shadow and Colt, as well as similar versions sold by Plymouth.[35]

With AMC's acquisition, Chrysler saw itself "saddled with a largely unsuccessful assortment of cars" including imports from Renault.[36] Moreover, the Alliance line of passenger automobiles did not fit in Chrysler's existing product mix. The final year saw about 35,000 Alliances sold in 1987.[9]

GTA

[edit]
Not to be confused with Renault Alpine GTA.
1987 GTA two-door sedan
1987 GTA convertible

The Renault GTA was a performance version of the Alliance for the 1987 model year.[20] It was manufactured during 1986 and early 1987 as a limited production, specialty model.[9] It was described as "dandy little sports car" and a "pocket rocket" defined as a low-priced "car based on high production economy but with emphasis placed on appearance, performance and handling."[37] It replicated what Volkswagen had done when the Rabbit was upgraded into the GTI.[38]

The GTA was available in two-door sedan or convertible versions, with a single powerplant: a 2.0 L fuel-injected 4-cylinder engine. At 4900 rpm with premium U.S. gasoline, this engine developed 95 hp (71 kW; 96 PS). Driving performance of the vehicle included a 10.2 second mark for 0 to 60 mph and a .89 g-force cornering rating in road tests conducted by Car and Driver magazine.

The GTA used the same uni-body as the two-door Alliances, but was distinctive to the other models. It was available only in silver, white, red, or black monochrome body paint with special color-keyed "ground effects" bodyside cladding styled by Zender of West Germany, one of Europe's leading after-market designers.[37] It also featured 15-inch aluminum alloy sport wheels with low-profile Michelin Sport XGT 195-VR50 series tires, upgraded suspension with thicker sway bars, vented front disc brakes, larger exhaust pipe, optional driving lights, custom body moldings, a small spoiler on the rear trunk, red inlaid shift knob, close ratio gears on the manual transmission, stiffer engine mounts, larger brake booster, and special bolstered "racing" seats unique to the model.[39] An automatic transmission was not available.

Road test of the GTA described it to be quite comfortable with responsive handling that "was particularly impressive on tortuous back roads. It just hung in there like a sports car under the most trying conditions ... Hard acceleration will usually result in spinning wheels and a good deal of torque steer."[37]

The GTA served as "last-ditch" sales boosters for the economical Alliance line.[40] However, the models were discontinued when Chrysler bought AMC and Renault pulled out of the U.S. market.

Reception

[edit]

The Renault 9 was voted the 1982 European Car of the Year.[41] It became France's most popular car and Renault's best selling model ever.[20]

The Alliance was listed as number one on Car and Driver's list of Ten Best cars for 1983.[42] The magazine's editors wrote that it "represents a blending of compact dimensions, surprising creature comfort, excellent fuel economy, good looks and very pleasing over-the-road behavior."[42] They noted, "if we were some other magazine, this would be our car of the year."[42]

The American-built, French-designed, Renault Alliance had a U.S. content of 72%. The engine, gearbox, and some axle parts come from France,[43] thus qualifying it as a domestic vehicle, and making it the first car (in 1983) with a foreign nameplate to win the Motor Trend Car of the Year award.[44] Motor Trend subsequently dropped the distinction between domestic and imported vehicles for the award in 2000.

A long-term test of a four-door Alliance by Popular Mechanics described the car as "economical, well-built and has superb ride quality" summarizing that "it's nearly perfect."[45] The engine was smooth, refined, and built tight, but difficult to "keep on cam" with the automatic transmission.[45] The suspension system was praised for its ability to cope with "suspension-destruction" roads at higher than normal speeds while providing good road feel with excellent handling and cornering – achieving .71 g-force on the skid pad with the small standard 175/70xR13 tires.[45]

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."[46] 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."[47]

In 1983, Popular Science described that, "Renault will find its reputation dramatically brightened when word of the AMC Alliance gets around."[48] The report expanded, "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."[48]

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."[49]

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".[50]

Alliance interior

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."[51] 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 through potholes and "stable when passed by large tractor-trailer trucks."[51] The Alliance performed better than the new Hyundai Excel and that Renault "dealers would be willing to negotiate on the final price."[51]

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."[2]

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."[52]

Racing series

[edit]

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.[53] 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.[54] 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.

Legacy

[edit]

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 (US$46,484,625 in 2025 dollars[31]).[55]

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.[56]

Automotive journalist Gary Witzenburg noted that the Alliance sedan's "excellent reputation and phenomenal first-year success" caused AMC to stop production of its larger and older Spirit and Concord with the introduction of the new hatchback versions under a different name.[57] The initial positive reception and the "impressive" sales total of 200,000 Alliances by the end of 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.[24]

Renault failed to fully accommodate the European-origin cars to U.S. market demands. These included the Alliance's less powerful engine whose output was further limited by the more demanding U.S. emission requirements, as well as the popularity of air conditioning in the U.S. when it was seldom ordered by European customers.[24] 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.[24] Renault also did not consider the costs of manufacturing at AMC, and failed to "properly support its distribution network" because AMC's U.S. dealerships were seldom brand exclusive.[24] 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.[24]

The Alliance has the arguable distinction of being the car that saved AMC, while at the same time the cars possibly hastened the automaker's disappearance as an independent company.[58]

The Encore nameplate would reappear in the United States in 2013, this time on a small Buick SUV.

Notes

[edit]

References

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

Renault Alliance

View on Grokipedia
from Grokipedia
The Renault Alliance was a front-wheel-drive subcompact automobile jointly developed by the French manufacturer and (AMC), produced from 1983 to 1987 exclusively for the North American market. Based on the underpinnings of the European 9 sedan and 11 , it was offered in two-door and four-door sedan configurations initially, with the three-door and five-door Encore variants added in , a introduced in 1985, and a limited-run high-performance GTA model in 1987. Powered by carbureted or fuel-injected inline-four engines of 1.4 liters (55 horsepower) or 1.7 liters (72–77 horsepower), the Alliance emphasized —achieving up to 37 mpg in highway testing—nimble handling via rack-and-pinion , and compact dimensions measuring 163.8 inches in on a 97.8-inch . A total of 623,000 units were assembled at AMC's plant in , incorporating approximately 72% American-sourced parts to meet domestic content requirements. The Alliance emerged from a 1979 partnership between Renault and the financially strained AMC, in which Renault acquired a controlling interest to leverage AMC's U.S. dealership network and manufacturing facilities for market entry. Launched amid the aftermath of the second oil crisis, it was adapted from the European models with reinforcements for crash safety, larger bumpers, air conditioning suited to North American climates, and an optional three-speed automatic transmission alongside four- or five-speed manuals. Trim levels ranged from the base L to upscale DL and GLE, with features like power disc brakes, fold-down rear seats, and optional sunroofs contributing to its appeal as an affordable, European-styled alternative to Japanese imports. Sales peaked at over 200,000 units in its debut 1983 model year, propelling it to MotorTrend's Car of the Year award and a spot on Car and Driver's 1983 Ten Best list for its value, ride quality, and 0.75 g of skidpad grip. However, reliability concerns, including rust, electrical issues, and sluggish acceleration (0–60 mph in 14.6 seconds for base models), eroded consumer confidence as gasoline prices dropped and demand shifted toward midsize vehicles. In its final year, the GTA variant sought to revitalize interest with a 2.0-liter producing 95 horsepower on premium , upgraded suspension, larger brakes, 15-inch alloy wheels, body cladding, and sport seats, available as a two-door sedan or with a 0–60 mph time of about 10.2 seconds. Despite these efforts, annual sales had dwindled to around 65,000 by 1986, and production ended abruptly in early 1987 after Corporation acquired AMC from for $800 million, viewing the Alliance lineup as outdated amid rising competition from more refined imports. The model's discontinuation signaled the close of 's direct U.S. operations, though its legacy endures as a bold, if flawed, experiment in transatlantic automotive collaboration, influencing subsequent designs and highlighting the challenges of adapting European engineering to American tastes.

Development

AMC-Renault Partnership

In the late , (AMC) faced acute financial distress, stemming from prolonged losses, the impacts of two oil crises that shifted consumer demand toward smaller vehicles, and an inability to match the scale of larger rivals like and Ford. Meanwhile, , France's state-owned automaker, was aggressively expanding internationally during a decade of modernization and diversification, viewing as a critical growth market to offset European saturation and leverage its expertise in efficient, front-wheel-drive compacts. The partnership crystallized on October 13, 1979, when committed $150 million to acquire a 22.5% stake in AMC through a mix of purchases, loans, and long-term financing, supplemented by $50 million in parts credits to support immediate operations. This deal provided AMC with vital liquidity to avert and access to 's advanced , while enabling to tap into AMC's established network of over 1,600 U.S. dealerships for distribution without building its own from scratch. The emphasized shared resources: would contribute technology and design, including platforms from its models, while AMC would handle North American marketing, , and local content requirements to qualify vehicles as domestic products. In 1982, increased its stake to 46.4% with an additional $150 million investment, further solidifying control over development and production decisions. Production responsibilities fell to AMC's Kenosha, Wisconsin assembly plant, which was retooled with Renault's assistance to manufacture the Alliance starting in 1982 for the 1983 model year, achieving 72% U.S. parts content to meet federal import rules. The initiative targeted high-volume output in the subcompact segment to challenge dominant imports like the and , with initial goals centered on capturing a meaningful share of the growing demand for fuel-efficient economy cars amid rising gasoline prices.

Design and Engineering

The Renault Alliance was developed on the platform of the European models, which were launched in as compact front-wheel-drive vehicles designed for and utilization. To comply with stricter North American safety regulations, the Alliance underwent significant modifications, including a reinforced body structure to enhance crash protection and the addition of larger 5-mph bumpers that integrated with the original design while meeting federal standards. The exterior styling was led by , Renault's director of styling, who emphasized aerodynamic efficiency with a sleek, European-inspired profile that achieved a drag coefficient of 0.39, contributing to improved fuel economy and stability at highway speeds. This was paired with a layout in a front-wheel-drive configuration, which optimized weight distribution and packaging for the subcompact class. Inside, the Alliance prioritized space-efficient packaging, offering 89 cubic feet of passenger volume in a compact footprint, facilitated by a low floor and high roofline derived from the 9 platform. The ergonomic dashboard, designed by AMC's , featured intuitive controls and optional amenities such as and power windows, providing a balance of practicality and comfort for American buyers. Engineering innovations focused on ride quality and efficiency, with a fully using MacPherson struts at the front and torsion bars at the rear, complemented by rack-and-pinion for responsive handling. These elements supported the vehicle's emphasis on , with EPA estimates reaching up to 37 on the highway for models, making it a standout in the subcompact segment.

Specifications

Engines and Drivetrain

The Renault Alliance utilized front-wheel-drive architecture exclusively, with no all-wheel-drive variants offered during its production. Power was delivered through either a four- or five-speed in base and mid-level trims, or a three-speed automatic in higher trims and as an option on lower ones. Initial models from 1983 to 1984 featured a base 1.4-liter overhead-valve inline-four engine, carbureted and derived from the Le Car, producing 56 horsepower (42 kW) at 5,500 rpm and 75 pound-feet (102 N⋅m) of at 2,500 rpm. Starting in 1985, an optional 1.7-liter overhead-cam inline-four engine with Renix throttle-body electronic was introduced across most trims (except the base model), generating 77 horsepower (58 kW) at 5,000 rpm and 96 pound-feet (130 N⋅m) of at 3,000 rpm for improved . Performance characteristics emphasized efficiency over outright speed, with the 1.7-liter manual variant achieving 0-60 mph in approximately 12-14 seconds and a top speed of around 100 mph. Fuel economy was a strong suit, earning EPA ratings of 29 city and 38 highway for the 1.7-liter with five-speed . Both engines employed timing belts that required replacement every 60,000 miles to prevent in these interference designs, where belt breakage could damage valves and pistons. Common maintenance concerns included premature timing belt wear due to improper tensioning, leading to misfires, as well as failures in the Renix system's sensors and relays, which could cause intermittent stalling or hard starts.

Body Styles and Dimensions

The Renault Alliance was available in two primary body styles: a two-door or four-door sedan and a (marketed as the Encore), both built on a shared front-wheel-drive platform designed for compact urban use. These configurations emphasized practicality and efficiency, with the sedan's traditional three-box design providing a straightforward profile, while the offered greater versatility for cargo loading. A variant was introduced later, but the core sedan and models formed the foundation of the lineup. The chassis featured at all four wheels, contributing to agile handling in a subcompact package. Key dimensions of the Alliance sedan included a of 97.8 inches, an overall of 163.8 inches, a width of 65 inches, and a of 54.5 inches. weight varied by trim and body style, typically ranging from approximately 1,991 pounds for base models to around 2,200 pounds for higher trims or the . These measurements positioned the Alliance as one of the more spacious subcompacts of its era, with a long enabling comfortable proportions despite its economical footprint. The shared identical and width but had a slightly shorter overall due to its rear design.
DimensionSedan MeasurementNotes
Wheelbase97.8 inchesShared across body styles for consistent handling.
Overall Length163.8 inchesExcludes convertible, which matched closely.
Width65 inchesBody width without mirrors.
Height54.5 inchesUnladen height.
Curb Weight1,991–2,200 lbsVaries by engine, transmission, and options; base models lightest.
Safety features were integrated into the design from launch, including standard 5-mph energy-absorbing bumpers compliant with federal regulations to minimize low-speed collision damage. The structure incorporated reinforced side door beams to enhance protection in lateral impacts, a forward-thinking element for the mid-1980s subcompact segment. Power-assisted front disc and rear drum brakes were standard. The interior accommodated five passengers in a configuration prioritizing front-seat comfort, with pedestal-mounted bucket seats allowing adjustable legroom for rear occupants. Passenger volume measured 89 cubic feet, complemented by 13 cubic feet of trunk space in the sedan—adequate for groceries or weekend luggage for a small family. The provided similar seating but expanded cargo flexibility through split fold-down rear seats, enabling a nearly flat load floor for larger items like bicycles or furniture. options ranged from durable vinyl in base models to cloth in upgraded versions, with standard features including adjustable headrests and a tilt . Trim levels began with the entry-level Alliance L or base model, progressing to the mid-range DL, which added refinements like intermittent wipers and a rear defroster. The top Limited trim offered further luxuries, such as power windows and alloy wheels. Common options across trims included a cassette stereo player, , and upgraded cloth or , allowing buyers to customize for comfort without exceeding the car's economical positioning. These elements underscored the Alliance's appeal as an accessible, feature-packed daily driver.

Variants

Sedan and Hatchback Models

The Renault Alliance sedan served as the foundational model in the lineup, launched in with 2-door and 4-door configurations designed for families and daily commuters seeking affordable, fuel-efficient transportation. Built on a front-wheel-drive platform derived from the European 9, the sedan emphasized practicality with a spacious interior for its subcompact class and a base price of $5,695, positioning it competitively against rivals like the and . In 1984, the lineup expanded with the Renault Encore hatchback, offered in 3-door and 5-door variants to appeal to buyers desiring greater versatility for cargo and passenger needs. The Encore's liftback design provided approximately 46 cubic feet of cargo space with the rear seats folded, enhancing its utility for urban lifestyles and small business use. Marketed as a nimble alternative to boxy wagons, it shared the sedan's efficient engineering while offering a more modern, aerodynamic profile. A variant, introduced in 1985 and developed in collaboration with American Sunroof Corporation, extended the two-door sedan's appeal for open-air driving. This model featured a power-operated cloth top, structural reinforcements for rigidity, and was available with the 1.7-liter engine and five-speed , though specific production figures are limited. Both the sedan and Encore featured shared elements such as optional tilt-and-slide sunroofs for open-air driving, color-keyed interior trim for a cohesive aesthetic, and ergonomic controls aimed at driver comfort. These models formed the practical core of the range, with a variant extending the lineup for leisure-oriented buyers. Total production of the lineup totaled 623,573 units at American Motors' facility from 1983 to 1987, reflecting strong initial demand before market shifts impacted later years.

GTA Convertible

The Renault GTA was introduced for the 1987 as the premium, performance-oriented halo variant of the Alliance lineup, derived from the two-door sedan platform with the addition of a power-operated vinyl convertible top. This limited-production model represented the pinnacle of the Alliance's evolution, blending European design flair with American assembly in , and was offered only in Sebring Red, Olympic White, Classic Black, or Metallic Sterling exterior colors. A total of 1,029 units were built before production ended in June 1987 alongside the rest of the Alliance series. Exclusive to the GTA Convertible were several upscale and sporty appointments, including supportive sport seats borrowed from the European Renault 11, a leather-wrapped inspired by the , and a 2.0-liter SOHC inline-four tuned to produce 90 horsepower on premium fuel, paired standard with a five-speed . The model featured an upgraded suspension with stiffer springs and larger anti-roll bars for enhanced handling, along with vented front disc brakes and a performance-oriented . Additional distinguishing elements included 15-inch wheels fitted with tires, aerodynamic body cladding, a rear spoiler, and a wider for a more premium feel. Priced starting at approximately $9,000 for the base GTA coupe, the variant added a $3,900 premium for the power top and related modifications, positioning it around $12,900 and targeting buyers desiring an affordable yet stylish open-air cruiser with European sophistication in the subcompact segment. This halo model aimed to attract affluent enthusiasts seeking a blend of performance and open-top motoring without the cost of pricier imports like the Miata, which would debut later. Engineering adaptations for the GTA focused on structural integrity and drivability, including reinforcements to the unibody frame to accommodate the folding top mechanism and offset the loss of roof rigidity. The suspension tuning compensated for the added weight and altered dynamics of the open design, while the power vinyl top included a standard wind deflector to reduce buffeting at highway speeds. These changes ensured the model maintained composed handling despite its configuration.

Production and Model Years

1983–1984 Model Years

The debuted in mid-1982 as the , initially offered exclusively as two- and four-door sedans equipped with a 1.4-liter inline-four engine producing 58 horsepower. Production began at American Motors Corporation's (AMC) plant following a $150 million overhaul to accommodate the front-wheel-drive platform, marking a significant step in the AMC-Renault partnership. The model earned acclaim for its fuel efficiency, ride quality, and value, culminating in the 1983 award, which highlighted its innovative engineering amid a competitive subcompact segment. Initial sales were strong, with over 142,000 units sold in the debut year, helping become the top-selling European brand in the U.S. market. For the 1984 model year, the lineup expanded with the introduction of the Encore, a three- and five-door variant based on the 11, broadening appeal to buyers seeking more versatile body styles. Minor styling updates included a revised grille and taillights for a refreshed appearance, while mechanical offerings remained centered on the 1.4-liter engine paired with either a five-speed manual or three-speed . Production for the year exceeded 177,000 units across the Alliance and Encore models, reflecting sustained demand despite growing market pressures. To address early owner concerns, AMC implemented quality initiatives such as enhanced rustproofing measures, drawing from the 9's galvanized steel and wax-based undercoating to combat in North American climates. The standard new vehicle was set at 12 months or 12,000 miles, covering major components and providing reassurance for buyers wary of foreign imports. Despite these efforts, the Alliance faced market challenges from surging Japanese imports like the and , which offered superior perceived reliability and resale value in the subcompact class. Initial transmission reliability issues, particularly with the automatic variant prone to slipping and harsh shifts, contributed to mixed long-term owner satisfaction during the early years.

1985–1987 Model Years

For the 1985 , the Renault Alliance received key refinements to enhance its appeal in the competitive subcompact segment. The 1.7-liter inline-four engine, featuring throttle-body for better efficiency and power output of 77 horsepower, became an optional upgrade across all trims, with the carbureted 1.4-liter remaining the base engine. Interiors were updated with improved seating fabrics, optional power accessories, and enhanced sound insulation to address early complaints about noise and refinement. The most notable addition was the debut of the American-engineered variant in DL trim, built on the two-door sedan platform with a manually folding top and reinforced structure for open-air driving. These changes helped drive sales to approximately 150,000 units, reflecting sustained interest amid recovering economic conditions. In , the lineup focused on handling and safety enhancements to counter growing competition from Japanese imports. Suspension revisions included larger-diameter anti-roll bars front and rear, along with gas-charged shock absorbers, resulting in sharper cornering and reduced body roll without sacrificing ride comfort. Cosmetic updates were subtle, including revised taillight lenses and minor grille tweaks for a fresher appearance. However, sales declined to about 65,000 units as lower gas prices shifted buyer preferences toward larger vehicles. The 1987 model year marked the Alliance's wind-down, with production emphasizing inventory clearance amid Renault's impending U.S. market exit following the sale of AMC to . Minor trim adjustments included updated wheel covers and interior badging, while the performance-oriented GTA variant debuted as a limited-run model available as a two-door sedan or , featuring a naturally aspirated 2.0-liter engine producing 95 horsepower, lowered suspension, and aerodynamic . Cost-cutting measures simplified the options list by bundling features into fewer packages and boosting domestic parts content to around 72 percent, qualifying it as a U.S.-built under federal standards. Sales fell further to about 35,000 units, with assembly halting mid-year at the Kenosha plant after a total production run of 623,573 examples.

Marketing and Reception

Launch and Awards

The Renault Alliance was introduced in the fall of 1982 as a , marking the first major product from the partnership between (AMC) and , with production at AMC's plant. The launch emphasized the car's adaptation of the European Renault 9 platform for the North American market, featuring reinforced components, larger bumpers for safety compliance, and options like to appeal to U.S. consumers. Promotional efforts included extensive television advertising that highlighted the vehicle's French-inspired styling and engineering sophistication, positioning it as an accessible entry into European automotive design. Marketing campaigns centered on the slogan "European technology… built in America," underscoring the blend of Renault's innovative front-wheel-drive layout with domestic to ensure affordability and reliability. Priced at a base of $5,695, the Alliance undercut many domestic and import subcompacts, aiming to attract value-oriented buyers in a market still recovering from fuel crises. Dealership programs encouraged hands-on engagement through test drives, allowing potential customers to experience the car's responsive handling and spacious interior firsthand. The Alliance quickly garnered acclaim for its fuel efficiency, value proposition, and role as a competitive alternative to established imports. It was named MotorTrend's , praised specifically for delivering exceptional economy and practicality at a price point. Additionally, it earned a spot on Car and Driver's inaugural 10Best Cars list, recognized for its potential as an effective "import-fighter" in the subcompact segment. These honors targeted demographics including young professionals seeking stylish, efficient daily drivers and budget-conscious families prioritizing economical transportation with European flair.

Sales Performance and Criticisms

The Renault Alliance experienced robust initial sales upon its 1983 launch, with nearly 125,000 units sold that year, contributing to achieving nearly a 3% U.S. —its highest in years. Sales peaked in 1984 at over 208,000 units, including the new Encore variant, pushing cumulative sales past 300,000 by the end of 1984. However, sales declined sharply thereafter, dropping to approximately 65,000 units in 1986 and under 35,000 in 1987, largely due to growing perceptions of quality shortcomings that eroded consumer confidence. Criticisms of the Alliance centered on reliability issues, including frequent electrical failures, such as malfunctioning wiring and components that led to intermittent starting problems and dashboard glitches. was a particular concern in northern climates, where the body's undercoating proved inadequate against road salt, accelerating on fenders, doors, and the undercarriage. Parts availability also frustrated owners, as the limited dealer network and sparse aftermarket support prolonged repairs for common failures like timing belts and suspension components. rated the Alliance below average for predicted reliability, marking it as one of the few vehicles with uniformly poor scores across all categories in their assessments. Despite these drawbacks, the Alliance garnered praise for its ride comfort, offering a smooth and composed experience over uneven roads that belied its subcompact size, often compared favorably to larger European sedans. Fuel economy was another strong suit, with owners reporting up to 30 miles per gallon in highway driving, making it appealing for cost-conscious commuters. Low ownership costs were highlighted by its affordable initial purchase price of around $6,000 and modest operating expenses, though resale values held steady in the early years before plummeting sharply amid reliability reports, often approaching scrap levels for low-mileage examples by the late 1980s. The Alliance's market performance was further hampered by broader economic shifts, including the stabilization of prices following the glut, which diminished urgency for fuel-efficient small cars as consumers shifted toward larger vehicles. Intensifying competition from domestic rivals like Chrysler's K-car platform, including models such as the Dodge Aries and , offered similar space and pricing with perceived superior durability, capturing from the French import.

Motorsports

Rally Participation

The Renault Alliance was listed as eligible for the SCCA ProRally GT-1 class in 1983 with its 1.4-liter engine, but no recorded participation or competitive entries have been documented.

Road Racing Involvement

The Alliance saw involvement in during the mid-1980s, primarily through the IMSA-sanctioned Renault Cup series, including the West Coast Alliance Cup from 1983 to 1985, and SCCA regional events. The series operated in a one-make format emphasizing affordability and close racing, often against similar economy sedans like the and , with fields of up to 50 cars. Racing versions, based on standard Alliance and Encore models, featured showroom stock modifications such as a factory-backed $1,200 suspension kit, lightweight components where allowed, and tuned engines in the Racing Stock class. These changes improved handling on paved circuits, balancing the front-wheel-drive layout for better cornering. Privateer teams, with limited factory assistance, fielded entries, including driver Parker Johnstone, who won the 1983 West Coast Cup before advancing to higher-profile racing. The Alliance achieved successes in regional SCCA competitions, including class wins at events like those at in showroom stock formats. Overall, the programs demonstrated the model's potential as a nimble track performer, boosting visibility among enthusiasts despite challenges from reliability and competition.

Legacy

End of Partnership and Discontinuation

By the mid-1980s, the Renault-AMC partnership faced mounting pressures that ultimately led to its dissolution. In 1986, amid escalating financial difficulties, Renault began exploring options to divest its stake in AMC, culminating in an announcement on March 9, 1987, that Corporation would acquire Renault's 46% ownership in AMC for approximately $1.5 billion, including $200 million in notes to Renault. This deal marked Renault's full withdrawal from the U.S. market by the end of 1987, driven by cumulative losses exceeding $800 million at AMC from 1980 to 1986, which strained Renault's resources amid broader European market challenges. Quality concerns further eroded the viability of the Alliance, as reports of electrical failures, overheating, and structural weaknesses damaged consumer confidence and contributed to declining sales. Economic headwinds, including a strengthening U.S. dollar that increased the cost of imported French components despite domestic assembly, compounded these issues, while low prices shifted buyer preferences toward larger vehicles where AMC lacked competitive offerings. Although U.S. tariffs on European imports were not a primary factor for the U.S.-built Alliance, broader protectionist measures and currency fluctuations hindered Renault's global export strategy. Production of the Alliance and Encore ceased in June 1987 at the plant, with the facility repurposed for vehicle assembly under ownership. Remaining inventory was cleared through aggressive discounts, including zero-percent financing offers in late 1986 to stimulate demand. In the aftermath, provided limited warranty support for existing owners through its dealer network, but sourcing replacement parts soon became difficult as Renault's U.S. presence ended, leaving owners reliant on dwindling stockpiles and aftermarket alternatives.

Cultural and Collectible Impact

The Renault Alliance's partnership between (AMC) and exemplified early foreign-domestic collaborations in the U.S. auto industry, paving the way for subsequent integrations such as Chrysler's 1987 acquisition of , which brought Jeep and other assets under its umbrella and influenced lean management processes adopted in the 1990s. This alliance highlighted the challenges of such ventures, including cultural clashes and financial strains that ultimately led to divest, but it demonstrated the potential for shared technology to bolster smaller manufacturers against larger competitors. While not directly designing later models like the Eagle Summit—a rebadged introduced post-acquisition—the Alliance's emphasis on compact, efficient vehicles informed Chrysler's shift toward affordable small-car platforms in the late and beyond. In 1980s media, the appeared as a symbol of accessible European engineering tailored for American drivers, featuring in films like Something Wild (1986), where it underscored themes of everyday mobility and urban adventure. Its presence in television episodes, such as Sliders (1995), further cemented its image as a quirky, fuel-efficient import amid the era's economic recovery. Today, the car inspires among enthusiasts for "forgotten" 1980s vehicles, evoking the post-oil crisis push for economical transport in automotive retrospectives and online communities. Among collectors, well-preserved Renault Alliances command values typically ranging from $2,000 to $6,000, with rarer GTA variants and fetching higher prices; for instance, a 1985 Alliance DL sold for $5,900 at in June 2025. Enthusiast groups, including the Renault Owners Club of and dedicated communities like the Renault Alliance, Encore, & GTA Owners of , actively restore and maintain these cars, sharing parts sourcing and repair tips to preserve their front-wheel-drive heritage. In modern assessments, the is recognized for pioneering fuel-efficient front-wheel-drive technology in the U.S. market, EPA-rated up to 40 on highways with its 1.4-liter engine (), despite its reputation for reliability issues like and electrical problems. Examples appear in automotive exhibits, such as a 1987 Alliance Convertible on display at a Wisconsin museum since 2023, highlighting its role in AMC's final years and the evolution of subcompact design.

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