Renault 5 Flash

[Lane Stefano]

The models use a transverse front-wheel drive engine configuration, and feature four wheel independent suspension. They were chosen as the European Car of the Year in 1982, as well as the Car of the Year by Motor Trend and one of the 10Best by Car and Driver in 1983.

There were three facelifts given to the Renault 9 and two facelifts to the Renault 11 during their careers. When released in 1983, the Renault 11 was equipped with double headlights, different from the Renault 9. In 1985 the Renault 9 was given a facelift, giving it the same front look and double headlights as the Renault 11 but only in GTS, GTD, TSE, TDE, TXE, and GTX levels. The lower end C, TC, GTC, TL, GTL, and TD models retained the phase 1 front. The later Renault 9 Broadway series also had the 4 headlight front of the phase 1 Renault 11. The more aerodynamic Phase 2 appeared in 1987 and the 9 and 11 now only differed at the rear of the cars.

Finally, the Phase 3, which was not sold in most of Europe, was released in Turkey in 1997. This final revision had more rounded head and tail lights, as well as ovoid body cladding around the bumpers and boot lid, which aimed to give the car a more modern look. The front design was originally developed for the 1993 facelift model assembled in Taiwan under the name "Renault Luxmore." These later Turkish-made cars carried a "Broadway" badge as well as the Renault 9 designation, but note that "Broadway" had already been used on special editions of the earlier phase models.

Both had been developed under the Renault code name L42, and were designed by Robert Opron.[2] Renault had begun the conception of the Renault 9 in 1977, as a "four metre" model (referring to its length) to fit between the Renault 5 and the Renault 14.

Opron conceived a traditional three box design to appeal to the traditional customer and avoid the poor reception that had met the Renault 14's styling. Exhaustive consumer studies suggested that buyers rejected innovation, resulting in a rather nondescript design, albeit of modest elegance.

By the time the models entered production, Renault had assigned more than 500 people to the project, logging 14,500,000 hours of study and testing, constructing 44 prototypes, testing 130 engines, and test driving prototypes more than 2.2 million km.[3]

The Renault 9 was awarded the 1982 European Car of the Year, while the Alliance appeared on Car and Driver's Ten Best list for 1983,[4] and was the 1983 Motor Trend Car of the Year. The well-equipped Renault 11 TSE Electronic of 1983 was the first car in its class to have a synthetically voiced trip computer, but only because Renault moved up its launch date by a few days in order to get ahead of Austin's Maestro Vanden Plas.[5]

Although the 9 and 11 cars had different names and body styles, they were identical under the skin, and were intended to jointly replace the older Renault 14. The 11 was also distinguishable from the 9 by its front end, which featured square twin headlights, which had been introduced on the North American Alliance. The 9 also received this new front end in late 1985 for the 1986 model year.[6]

The 11 deliberately aped the styling of its larger brother launched almost at the same time - the executive Renault 25 (also styled by Robert Opron) - featuring the signature wraparound rear window and the dramatic hooded dashboard design, which had the option of an 'Electronique' trim level which featured a digital instrument cluster and a voice synthesis trip computer - similar to those on the 25. The 9, by contrast had a simpler and more conservative looking dashboard and the digital instruments were never available. Both models were facelifted one more time for the European market (Phase 2) with matching nose and interior upgrades for the model year of 1987. At the Brussels Motor Show in January 1985 Renault showed the 11 Socit, a light commercial version of the three-door hatchback with a cargo platform replacing the rear seat.[7]

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

The Renault 11 Turbo was used extensively by Renault Sport for their Group A car in the 1987 World Rally Championship. Frenchman Alain Oreille managed a Group N victory in the 1985 Rallye Monte Carlo,[8] followed by the Group A victory in 1986 (enough for an eighth finish overall).[9] A Renault 11 Turbo was, however, piloted to a second and third-place finishes in the 1987 Portuguese Rally and San Remo Rally respectively with Jean Ragnotti in the driver's seat. The 11 Turbo also won the national Polish Rally Championship in 1985 and 1988, and both the Swiss and Portuguese rally championships in 1987. Its last result of importance was Oreille's fourth place overall in the 1988 Rallye Monte Carlo.[10]

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

The C1E 1.1 liters engine was available only in the three doors body of R 11 and on the renault 9. Renault 11 TC and GTC with 5 doors, where available with the C1G 1.2 liters engine, since 1985. The C1E was phased out from the series since phase 2, making C1G the smallest engine of the series.

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

The newer F type engine which had been developed in collaboration with Volvo appeared from the end of 1983 on in twin carburetted 1,721 cc guise (F2N), powering the upmarket GTX, GTE, TXE, and TXE Electronic (Electronique in France) versions. These larger engined versions were specifically developed with American needs in mind, although they also happened to be well suited for a changing European market.[12]

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

All versions of the R11 and R9 manufactured in Argentina, as well as in Colombia and Turkey, suffered the problems that the material with which the dashboard is made degraded with ultraviolet rays, and ends cracking (especially on the right side, since it doesn't have the steering column that supports it).

In 1992, these versions ceased production and three models were introduced: The basic Bro (1.3 L), the mid range Sper (1.3 L) and the Mximo (1.6 L). In 1995, the Bro was renamed Bro RN, so it could be differentiated from the more sophisticated Bro RT. A more powerful variant of the RT was called ptimo.

By the middle of 1996, SOFASA decided to experiment a much more flexible way to offer cars to the market. Called R9 Personnalit, the idea allowed customers to choose from different engines and accessories so they could assemble the car they wanted within their budget. This was possible through special software in dealerships. A year later, a facelifted version featured fuel injection, assisted steering, and a completely new interior.

After 16 years of production, the Renault 9 was discontinued in Colombia, and was replaced by the Renault 19 and the Renault Mgane. It became the quintessential family car in Colombia, reaching over 115,000 units built and sold between 1983 and 1999, a record in the automotive Colombian history up to that time.[13]

Sanfu Motors in Taiwan assembled the Renault 9 from 1983 until 1996.[14] An automatic-equipped version became available in January 1985.[15] In 1985 the five-door Renault 11 also became available, initially only in sporting GTX trim with alloy wheels and equipped with the 1,721 cc (105.0 cu in) F2NA engine with 95 PS (70 kW). As of April 1986 the Renault 9 gained the twin headlight front design of the 11, while the 11 GTX was replaced by the TXE. From October 1986 the 1397 cc engine originally reserved for the R9 was also made available in the R11 GTS, eroding its position as a sportier model, while the 1.7-liter R9 TXE was also added. In September 1987 the range received the Phase 3 facelift.

Built by Oyak-Renault in Bursa beginning in 1985, the Renault 9 retained the original "Phase 1" bodystyle until 1993. the Phase 2 Renault 9 was not built there, although a number of minor external and internal changes were carried out over the years. In 1986 the diesel-engined GTD joined the GTL in local production, becoming the first diesel-engined passenger car to be built in Turkey.[17] There followed the petrol-engined GTC (1987) and the Broadway replaced the GTL in 1988. A Broadway GTE model also appeared around this time. The GTC was replaced by a new base model called the Renault 9 in Spring 1991. Power varied between 60 and 72 PS (44 and 53 kW) depending on model and year. In April 1993, the range was updated, using the Phase 2 facelift front. The 1.4-liter Broadway with 72 PS replaced the Spring and other models, while the 1.6-liter 80 PS (59 kW) Fairway model was added, using the Argentinian C2L engine with a twin-barrel Weber carburetor.[17] The Fairway received the headlights and various trim parts from the 11 Flash S in September 1994 but was discontinued in the first half of 1996 due to dropping sales.

The five-door Renault 11 was built in Turkey in 1.4-liter GTS trim from 1987. The following year the 92 PS (68 kW) 1.7-liter TXE version was added, better known as the 11 Flash. The three-door 11 was never assembled by Oyak-Renault. To celebrate Galatasaray reaching the semifinals in the 1989 European Champions Clubs' Cup, a special edition of 500 cars called the Flash Galatasaray was produced. In 1990, there was a Fenerbahe special edition. Both of these featured elements in the team colours and various other special equipment. In 1993, the 11 was facelifted (Phase 3), with the GTS replaced by a 1.6-liter 11 Rainbow, matching the Renault 9 Fairway. The 11 Flash S replaced the earlier Flash model, offering the exterior design features of the 11 Turbo with Speedline Renault 5 GT Turbo wheels (but produced by CMS wheels) and an upgraded engine producing 103 PS (76 kW). The 11 ceased production in Turkey in 1995.

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