Australian, Australian Motor Manual, November 1974
The majority of manufacturers have a limousine-style heavyweight for the flagship. Not so Renault who, in keeping with the �to do it our way� philosophy, offer the coupe compacts as examples of their best. So while the greatest bulk of Renault's market penetration lies in the 12 and 16 sedans, locally built to add some edge of competitive pricing, the glamour of their range remains in the fully imported and sportier 15 and 17 models. Top honours among this select group of four coupes goes to the latest, the Renault 17TS. It heads the list from Renault and at a time when four cylinder vehicles are devouring the market, such a clean lined attractive tourer as pennant bearer can only help add to the company's sales image. In providing for a full complement of vehicles to market, Renault wisely decided to keep away from the option variety sales that the bigger makes here are committed to. But by taking a sound base engine and chassis design and then adding a variety of body shapes Renault have still provided for most buyers' tastes and preferences. So Renault is assured of an image coloured by European glamour, of slightly exotic, high-speed touring coupes.
And while the sporting image may not sell the higher priced imported coupes it must help the smaller sedans, especially when one considers that the 15 and 17 models come from the base 12 set-up including the front wheel drive and all coil suspension. But the new 17TS does more than maintain a sporting image for Renault. It has the hallmark of a classic European sports tourer tempered with a realistic compromise between GT performance and economy minded shrewish sophistication. It should appeal to the avant-garde Renault buyer as well as to those who like the distinct character of those blunt-nosed front wheel drive road runners. The 17TS is the most powerful of the coupes. It utilises the four cylinder 1605 cc engine with an electronic fuel injection to produce some 90 kW (120 bhp) at 6000 rpm. To make full use of this power the TS gets the five-speed gearbox, one, which has a rather tall first gear and indeed tall gearing throughout. The 17 TS has the distinction of being the first Renault to be fitted with fuel injection. However the extra power is not the result of this; the added punch comes from changes in the head, the distributor and electrics and a modified cam. The fuel injection provides more accurate metering of the petrol though and thus ensures the most efficient use of the power increase. To ensure the same standard of reliability the drive shaft and CV joints are larger and the clutch is half an inch larger at 8.5 inches diameter. An oil cooler is standard equipment. The small spoiler on the rear boot lid is hardly noticed. Renault assures me that this is good for at least 3 km/h at cruising speeds though, so the shape of the TS is clean as well as attractive. This gives the coupe long legs for the open road shown by the tachometer which registers a mere 4000 rpm at 130 km/h (actual) in fifth gear. At our Victorian limit of 100 km/h the engine is turning a fraction less than 3000 revs in fifth. At 100 in fourth the revs are still a low 4000. In addition the 17 receives stiffer rate front springs, a revised dashboard and extra vibration damping in the interior from the mechanical components. And in keeping with the European heritage the TS has four wheel discs, Michelin XAS steel radials (among the best going), heated rear window hatchback rear door plus little extravagances like electronically operated windows.
The body design despite the front wheel-drive does not allow for a great amount of room in the rear seats or, for a hatchback, a remarkable amount of luggage space. However from a drivers viewpoint the 17TS fits like a glove and its wide track and ability to cling tenaciously to almost any surface in any conditions will attract owners. The reclining bucket seats (fitted with adjustable head restraints) now have a catch at the side to release them rather than at the rear as before. The seating position is lower than usual but remains comfortable and secure. Body movement is minimal and even under hard driving the coupe remains in a flat attitude, which makes driving an extremely relaxing affair even after hours behind the wheel. The TS can be driven quite sedately or it can be pressed to the limit in almost any situation. The element of stability remains throughout. The most noticeable aspect of the driving ergonomics that can be criticised is the high position of the brake and clutch pedals. The clutch is fairly close to the gearbox tunnel and although Renault have omitted a toe rest, set into this transmission wall, it is purely cosmetic. Thus the clutch foot is tucked in under the pedal or left in an appropriate position to reach the clutch quickly which then results in the left leg being slightly constricted and the knee-jack knifed to a point where it interferes with the gear lever. Similarly the brake pedal requires a deliberate high lift from the accelerator. But once the pedal is brushed the nose drops dramatically, (the bulk of the engine is ahead of the drive wheels and this nose heavy attitude is unavoidable), and speed washes off without any adverse antics. The ventilated discs at the front end the standard discs at the rear work smoothly and rapidly but on the particular TS tested there was a tendency for the front to lock up giving slightly longer stopping distances than I would expect. According to the factory the pressure compensating mechanism was slightly out of adjustment. When I get the coupe back again I will check the brakes out and anticipate there will be an improvement of about six metres (20 feet). Even with the front locking up there is no radical loss of directional control.
The natural enjoyment of driving a sporting car is in the use of the gearbox. Renault offers the three-speed automatic with their 15/17 coupes (one of the few to have such a choice) but the essential part of driving - the TS is in using the five-speed box. Round town four are all that will ever be used. The pattern follows a slightly offset movement, with the left side top of the 'H' (first) leaning to the left. Fifth gear forms a reversed 'L' on the right near the driver's knee. The changes require definite movement and control through the planes and there could easily be initial missing of the correct gear until the owner becomes familiar with the feel of the box. 0nce this is accomplished the gear changes are smooth and reasonably rapid and there is only a slight hesitation from the synchro when changing down from third to second and second to first. Passing sometimes requires changing ID fourth from fifth but the pick-up in fifth is quite reasonable for open highway passing. - - While everything is done smoothly the interior certainly gets its share of noise. The most noticeable is the air squeal from the two large windows, both electronic operated. The sealing seems inadequate and the continuous wind rush is part of the cabin background.
The engine itself is resonant and at times has quite a harsh exhaust note. This tends to occur only under hard acceleration and remains a Renault characteristic. Road rumble is also felt and heard at varying levels depending on the type of road surface. But to get performance from the 1600 cc engine there must of necessity be some noise around the piece. I would stress it is in keeping with the character of the car and no passenger complained or found normal conversation beyond them. And if the extraneous noises become annoying the Astor Diamond Dot radio can be used to cover them. It has the tone and the reception to make it one of the new radios to
have installed as an option when buying a car rather than have a special one installed afterwards. It is noticeably better than many others we have had in test vehicles. The rear seat legroom is marginal at best and would serve for only short trips for adults. Children fit without any trouble. The carpets (ill-fitting as they were extend only to the front portion of the interior. However the overall finish is good with the paintwork rating as excellent. The driver's knowledge of what is happening inside the engine compartment comes from a row of four hooded deeply recessed dials set in a flat platform along the black matt fascia. The left side of which has the radio speaker and an underslung glove box (small) and no tray. The hooded instrument cluster has warning lights for lust about everything, plus gauges for battery charge, fuel, temperature plus a separate speedo and tachometer: which redlines at 6000. Two stalks projecting on the right of the steering wheel take care of headlights, horn and indicators. There is also a small stalk mounted by itself, further on the right of the panel. This controls the wipers and washers and utilises an intermittent wipe (excellent and two speeds for continuous wipe plus a four-jet wash system. The wipers work well at all speeds. So do the four headlights, making night driving easy on the eyes without having to run down to the accessory shop for some quartz halogens. The central console includes an electric clock, while the window, heated rear windows and fan are operated via four rocker switches on the instrument cluster platform set flat above the console heater controls and air vent controls are to the left of these. With seat belts done up firmly they are all within reach. There are two external wing mirrors full-length arm rests on the doors and centre mounted handbrake.
The total feel of the machine is one of ruggedly firm suspension for
razor-sharp driving under all conditions. The steering is lighter than most
front wheel drives similar to the R12, but the sports steering wheel with
its soft grip allows for easier control. I varied the tyre pressure to see
how the TS changed its understeer characteristics. It tends to hang on where
most others have long gone and where understeer occurs it is predictable
and easily corrected by backing off a fraction. If carried to extremes the
transition to final oversteer is gradual rather than dramatic and only occurs
way past the limits of reasonable driving. The balance, feel and character
of the 17TS combined with the increased power make it a pure point-to-point
vehicle, one that easily matches the criteria for long distance sports touring
cars. With a sure cruising potential well in excess of our limits and capable
of handling the worst our 'highways' can dish up and still return better
than 9.5l/1OO km the 17 TS joins that elite band of four seater European
sports coupes. While there is no doubting the Renault forever buyer, others
may consider the cost of Renaults best at six and a half grand warrants
a close comparison with some of the competition. If so, then this consideration
may limit the overall sales of the 17 TS, making it just that little bit
more exclusive for those who do pocket the keys.
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