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Renault-25 1984-1992 The Renault 25 appears in 1984 and is a design by Robert Opron in collaboration with Renault-hea...
Renault-25 1984-1992

The Renault 25 appears in 1984 and is a design by Robert Opron in collaboration with Renault-head designer Gaston Juchet.

The futuristic dashboard is designed by Marcello Gandini. The 25 follows the 20/30 series and has been developed for low air resistance and low consumption. The the most economical version consumes 7 litres/ 100 km and the CD/CX is 0.28.

The 25 is available with a 2.0-liter four-cylinder carburettor engine, a 2.2-liter four-cylinder injection engine or a 2.7-liter PRV-V6. The equipment levels are TS (2.0-liter, entry-level version), GTS (2.0-liter, power steering, central door locking, power window control and flank protection), GTX (2.2-liter, on-board computer, tinted windows, rear wiper, light - metal wheels, radio with steering wheel control, options: ABS and air conditioning). The V6 Injection has double headlamps, electrically operated exterior mirrors and side windows and is available with three-speed automatic transmission.

For diesel drivers there is a 2.1-liter TD and a turbo diesel in two trim levels: the Turbo D and the Turbo DX. In March 1985 a V6 Turbo will be available with a 2.5-liter engine of 182 hp. Heuliez also has a Limousine version with extended rear and extremely luxurious, separate seats in the back. This version can be combined with the 2.7-liter V6, 2.5-liter V6 Turbo or 2.1-liter turbo diesel. It will be the means of transport of the socialist president Mitterand. After more than 830 copies this version expires in 1987. In the same year a TX version with a 2.0-liter engine of 120 hp and electronic injection appears. A catalytic converter is available on the TX and GTX. The V6 is also available with a catalyst and receives 2.8 liters of capacity to compensate for the power loss. The three-speed automatic transmission is now available on this 2.8 V6i and on the GTS and GTX, other versions have a manual five-speed gearbox. Halfway through 1988, a facelift follows, the Phase II.

Nose, bumpers and rear lights are changed, but more important are the better build quality and rust prevention, because the Phase I proved to be rust-sensitive. The luxurious top version Baccara also appears, in combination with the V6. The standard version includes climate control, cruise control, a talking board computer, leather upholstery, wood inserts, ABS, electrically operated front seats with inflatable cushions and a clothing cover under the parcel shelf. If a catalyst in France is required in 1990 for engines of more than two liters, the 2.2-liter will be replaced by a 2.0-liter engine with twelve valves and 140 hp.

Both the TXI and the TI have this engine. All versions can now be delivered with variable power steering. The V6 Turbo is also available in Baccara version from the 1990 model year.

Production is ended in 1992; 780,976 copies were then manufactured. Succaro is the Safrane.
Several limited versions of the Phase I have appeared, such as the Manager, Fairway, Auteuil, Méribel, Camargue, Beverly, Courchevel and Olympique. Of the Phase 2, the Manoir was only released especially for the USA / UK and Netherlands.
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  •   Glen Waddington reacted to this post about 2 years ago
    / #1990 / #Renault-25-Baccara / #Renault-25 / #Renault / #1990-Renault-25-Baccara

    / #Audi-100-CD / #1984-Audi-100-CD / #Audi-100-CD-C3 / #Audi-100-C3 / #Audi-100 / #Audi / #1984 / #Audi-100-Type-44


    After the two oil crises of the 70s, more efficient cars are being sought. In addition, there are concerns about the environment. Better aerodynamics is one of the ways to make cars consume less and emit less. The Audi 100 (C3-generation) and the Renault 25 are considered to be the most streamlined limousine in the world. At the same time they spoil the motorist with luxury. We contrast them.

    For the first time the streamline of cars in the 1930s was central, in the 1980s there was renewed interest among car manufacturers. Everyone is convinced after the two oil crises of 1973 and 1979 that cars really need to be more economical. In addition, one Bernhard Ulrich is warning about 1981 because entire needle forests in Central Europe, according to him, die off due to acid rain.

    To this end, the emissions of cars are held jointly responsible. In the press, a large-scale alarm is triggered, so that the car manufacturers are forced to take measures. (Incidentally, Ulrich withdraws his alarm again in 1995 due to lack of evidence, but that is not widely reported ...)

    Following the United States, the choice is made for the three-way catalyst in combination with fuel injection. This, however, entails costs, namely for the catalyst itself, in which the expensive platinum is processed, and for the conversion to unleaded petrol. A catalyst does not tolerate lead. Naturally, this switch does not go from one day to the next.
    A faster and cheaper solution is to better streamline cars to reduce consumption and thus reduce emissions. You can see that in new models of that time. Rain gutters disappear, door handles no longer protrude outside the bodywork, windows are fitted flat on the bodywork to make them completely slippery and spoilers are no longer reserved for sports cars, but they improve aerodynamics into the top segment.

    Two of those smooth guys are the Audi 100 of the third generation (internal designation Type #44 ) and the Renault 25. Both are the most streamlined series production limousine of that year, namely 1982 for the Audi and 1984 for the Renault. . Audi reaches a Cd / Cx value of 0.30, Renault even a value of 0.28. Both brands also do a throw to the top with these top models from their range. They want to compete with brands like Mercedes-Benz W124 and BMW E34/E28.

    We therefore contrast the thickest versions to see how they tried to achieve that. For the Audi this is the CD equipment, for the Renault de Baccara. Meanwhile, we know that the Audi finally succeeded in penetrating the premium segment and Renault did not. Can we see that coming here?
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  • Glen Waddington created this group

    Renault 25

    Renault-25 1984-1992

    The Renault 25 appears in 1984 and is a design by Robert Opron in collaboration with Renault-head designer Gaston Juchet.

    The futuristic dashboard is designed by Marcello Gandini. The 25 follows the 20/30 series and has been developed for low air resistance and low...
    Renault-25 1984-1992

    The Renault 25 appears in 1984 and is a design by Robert Opron in collaboration with Renault-head designer Gaston Juchet.

    The futuristic dashboard is designed by Marcello Gandini. The 25 follows the 20/30 series and has been developed for low air resistance and low consumption. The the most economical version consumes 7 litres/ 100 km and the CD/CX is 0.28.

    The 25 is available with a 2.0-liter four-cylinder carburettor engine, a 2.2-liter four-cylinder injection engine or a 2.7-liter PRV-V6. The equipment levels are TS (2.0-liter, entry-level version), GTS (2.0-liter, power steering, central door locking, power window control and flank protection), GTX (2.2-liter, on-board computer, tinted windows, rear wiper, light - metal wheels, radio with steering wheel control, options: ABS and air conditioning). The V6 Injection has double headlamps, electrically operated exterior mirrors and side windows and is available with three-speed automatic transmission.

    For diesel drivers there is a 2.1-liter TD and a turbo diesel in two trim levels: the Turbo D and the Turbo DX. In March 1985 a V6 Turbo will be available with a 2.5-liter engine of 182 hp. Heuliez also has a Limousine version with extended rear and extremely luxurious, separate seats in the back. This version can be combined with the 2.7-liter V6, 2.5-liter V6 Turbo or 2.1-liter turbo diesel. It will be the means of transport of the socialist president Mitterand. After more than 830 copies this version expires in 1987. In the same year a TX version with a 2.0-liter engine of 120 hp and electronic injection appears. A catalytic converter is available on the TX and GTX. The V6 is also available with a catalyst and receives 2.8 liters of capacity to compensate for the power loss. The three-speed automatic transmission is now available on this 2.8 V6i and on the GTS and GTX, other versions have a manual five-speed gearbox. Halfway through 1988, a facelift follows, the Phase II.

    Nose, bumpers and rear lights are changed, but more important are the better build quality and rust prevention, because the Phase I proved to be rust-sensitive. The luxurious top version Baccara also appears, in combination with the V6. The standard version includes climate control, cruise control, a talking board computer, leather upholstery, wood inserts, ABS, electrically operated front seats with inflatable cushions and a clothing cover under the parcel shelf. If a catalyst in France is required in 1990 for engines of more than two liters, the 2.2-liter will be replaced by a 2.0-liter engine with twelve valves and 140 hp.

    Both the TXI and the TI have this engine. All versions can now be delivered with variable power steering. The V6 Turbo is also available in Baccara version from the 1990 model year.

    Production is ended in 1992; 780,976 copies were then manufactured. Succaro is the Safrane.
    Several limited versions of the Phase I have appeared, such as the Manager, Fairway, Auteuil, Méribel, Camargue, Beverly, Courchevel and Olympique. Of the Phase 2, the Manoir was only released especially for the USA / UK and Netherlands.
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