Australian, Modern Motor, March 1974
FRENCH auto designers have an unenviable job. Their tale of pleasing the throng of Frenchmen at the wheel would challenge the sanity of any man. The problem lies with the unique character of the French driver, whose usual frantic driving environments in towns and cities are not at all in keeping with his desires on the long autoroutes, which cut through the countryside.
From the cut and thrust of busy city streets, the Frenchman welcomes the opportunity to steer onto the autoroute and, once there, his ideas turn to high speed motoring in the best tradition. Before the oil crisis, French Motorways did not have speed restrictions and drivers generally liked to travel at around 110 mph. And most held such speeds for hours on end as they travelled the length and breadth of the country.
When Renault decided to enter the sports coupe field, this is what its designers had to contend with. The Italians have been doing this for some time with two litre Alfa Romeo's, Fiat 124's and the like, but it was to be breaking new ground for Regie Renault the largest French motor manufacturer. The company had already come up with the Renault 12, a nimble street performer because of its compact size, but the little engine is really only very happy at modest high speeds. The R16 is a lot closer to the ideal, but its superbly engineered motor is fitted to a car built to accommodate a family. Consequently, it is large and looks ungainly.
As a basis for a town and country sports coupe, the 12 chassis looked like a good starting point, a compact and strong base. Capable of handling more horsepower than the standard 60 bhp 12GL engine. There was little need to look any further than the R16 motor as a power plant for the new design. Although the basic engine in the 16 TL was only rated at 87 horsepower, the engineering boys got to work and came up with a 102 horsepower rating retained the 1565 cc capacity and, hopefully, a reasonable fuel consumption. Many other parts throughout the car are from production Renaults, showing just how European manufacturers are standardising parts in different models.
A long weekend trip to Sydney was an ideal test to see how the French ideal works in Australian practice. The Melbourne to Sydney run up the Hume involves quite a few miles of freeway, particularly in Victoria although most of the Sydney freeway sections are spoiled by speed restrictions. Just to make the test more comprehensive, we returned to Melbourne down the east coast via the Princes Highway, a very different highway that winds south through New South Wales before straightening out to a fast run through Victoria. The return trip is some 125 miles longer and much more demanding, particularly in hot weather.
Renault Australia provided the basic 15TS, a car that is both similar in appearance and specification to the 17TL, but some $300 cheaper. The European base car is cheaper still although its standard 60 bhp R12 engine would seam to be rather inadequate in light of the 155 pounds extra weight over the 12TL. In standard trim the 15TS uses the R12 gearbox virtually identical to that mated to all R16 engines but the test car was fitted with the optional three speed automatic gearbox quite a luxury at $450 extra. Actually the automatic transmission was some concern, changing far too high on the way to Sydney and somewhat low the rest of the time.
The change from first to second would not occur before 6000 rpm and second to top before 4000 rpm, making the 550-mile run up the Hume quite difficult. Even a Sydney Renault dealer could not trace the problem. But it came good again after its first three-hour rest since being picked up the afternoon of departure. Even then the automatic changes occurred around 2400 revs: really too low. The car lumbered along with very little trouble but It seemed ver lazy changing manually really got the motor operating as It liked, which suited the sport appeal of the car, but ruined any point in having the automatic transmission.
In a few weeks after the test the car was driven once more allowing a service by the Renault factory. It performed like a totally different machine. The gear changing occurred between 3000 and 4000 rpm and kickback and change-up could be made easily through the accelerator.
Needless to say this did nothing for the consumption, as the engine had to rev hard whenever the gearbox got into anything other than top gear. After the problem cured itself the consumption figure improved dramatically from 24 miles per gallon to 26.7 mpg. The latter figure was achieved both in Sydney and along the twisty Princes Highway run through NSW. Over 27 mpg could easily be achieved on a length of roadway such as the Hume while still punting along fairly briskly. Also, these figures are based on carrying three passengers in addition to the driver and a boot full of luggage and equipment, which must have added around 700 pounds to the all-up weight.
Even with all this weight concentrated mainly over the back wheels, the car proved to be absolutely superb on the open highway. At 70 miles an hour the engine was turning a mere 3700-rpm and there was very little interior noise: In the Renault 16 tradition. Moving up to 90 mph, the car really seemed to find its own level. The smooth little engine sang along with as little engine noise as at sixty. On a long straight run the car was eased gently up to a little over 100 mph (indicated). The tachometer was still well below the red line, which starts at 5400 rpm and I have no doubts that an indicated 110 mph would be attainable without any trouble at all.
Holding speed was another matter, 102 horsepower from a 1.6 litre engine is quite healthy, but not intended to carry over 2900 pounds of weight up hills without running short of breath. The car could sit on seventy all day, but this would still find it wanting. Only a lot of gas on the approach or dropping back into second gear would give it a chance of making the grade, so to speak. At a constant speed handling at high and intermediate speeds was quite good with the tyre pressures suitably adjusted to compensate for the weight loading. It was classic front wheel drive motoring as the car responded to throttle steering as much as to the steering wheel. Lunged into a corner with the power firmly applied the 15 would simply haul around. With a corner a little tighter than expected, backing off and feathering the throttle would create enough oversteer tendency to bring the car back on line again with very tittle steering correction necessary.
The Michelin radials hung on well under pressure, particularly winding through the Blue Mountains and the coil spring suspension (independent at the front) was possibly a little soft for best performance but provided a very comfortable ride instead. Front brakes were power assisted ventilated discs. Drums bring up the rear. Although their general performance was extremely good, the front discs had a lumpy feeling about them, as the disc had a predominant high spot.
The steering (rack and pinion) took a little getting used to. It was extremely accurate and positive but at the same time it called for a fair bit of arm and shoulder work to manipulate the car effectively. At low speeds, particularly, the torque of the engine could be felt driving through the front wheels so that powering it around a corner only made the steering that much heavier.
Internally the car is luxurious and comfortable. The seats are upholstered in polyurethane foam, which varies in thickness depending on needs of support keeps the driver cooler than with vinyl or leather seats. The contour of the seats is also well designed, providing comfort and support at the same time. Front seat adjustment is surprisingly generous for this day and age and both seats will slide back and forth as much as the driver or passenger could ever require. The backrest, with the mandatory restraints attached, will also recline well back into the rear seat passengers compartment to provide the front seat passenger with dozing room and comfort. The rear passengers get good treatment with the most comfortable rear seat I have sat in. Also leg and headroom is generous (for a sports coupe)
The instrument panel is practical and efficient with every item at the driver�s fingertips and no glare whatsoever from the conical shape plastic panels over the instruments (which could have included an oil pressure gauge instead of the battery volts. Airflow was not really sufficient for hot weather. An air conditioner would make the car an irresistible package.
This latest and very desirable Renault along with its 17TL sister will
certainly continue the trend, which is taking the whole Renault range with
the growing popularity of small cars.
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