The Renault Fuego was not only the successor to the 15 and 17, but it also took a major step forward in terms of design. The car had a very favourable streamline and the characteristic convex rear window. In an adapted version, the coupé, which was launched in France in March 1980, also made its entrance on the other side of the Atlantic.
First, Renault launched the Fuego in stages in several other European countries, and the range was extended beyond the 1.4 and 1.6 litre variants to include the larger 2 litre in the TX and GTX. In the United States and Canada, Renault's recent alliance with American Motors Corporation (AMC) gave it a substantial dealer network that already sold the Renault 5 (Le Car) and the 18i. The Fuego was a welcome addition. The first examples arrived in America in the spring of 1982. The Fuego was to polish Renault's image there. Because of the Le Car, the average American, if he has ever heard of Renault, would think that this European brand only made small cars. The Fuego, designed by Robert Opron, was given the task of changing this. Renault had such high hopes for the Fuego that Heuliez was even commissioned to develop a convertible based on the Fuego, a body version that would give the brand extra exposure in the United States. However, this was only a prototype that was shown at the Paris Motor Show in October 1982.
The coupé known to us was given a number of specific features for the American market, which immediately caught the eye. The bumpers, for example, were considerably more voluminous, increasing the length compared to the European versions. The headlights were adapted to the American requirements and were situated deeper in their housings, and marker lights were added to the rear wings. The Fuego also received specific striping, not only on the sides, but also on the bonnet, for example. Add to that wheel covers or alloy wheels of a design not found in Europe and the image of the American Fuego is complete.
Initially, the American customer could only rely on the 1,647 cc four-cylinder, which in its American version delivered no more than 81.5 bhp. Of course, this didn't impress the average American. The 2 litre engine from the GTX was deemed unsuitable and therefore, later in 1982, the Fuego Turbo was launched on the North American market. Under the bonnet was the familiar four-cylinder from the Renault 16 with a capacity of 1,565 cc and, after the addition of a Garret T3 turbocharger with intercooler, it produced power of 107 bhp and especially a more attractive torque. The power output was considerably lower than that of the same power source in the European Fuego Turbo from 1984 onwards. This difference was mainly due to the stricter environmental standards in America.
Photos: A fabric (left) and leather (right) interior of the American Renault Fuego.
The interior of the American Fuego was very similar to that of the European version as far as design and interior fittings are concerned. However, a number of typical American colour schemes were available, and the seats with attached headrests were upholstered in a different pattern. There were even examples offered with leather upholstery in multiple shades that incorporate a diamond logo in the backrest. The Fuego Turbo was easily recognised by its Turbo badge on the grille and at the bottom of the C-pillar as well as the standard alloy wheels that came with Michelin TRX tyres. The Turbo name is also quickly incorporated into the striping and the interior equipment was completed with a turbo pressure gauge on the dashboard.
There were also a number of options for the brand new American Fuego. The atmospheric engine was available with an automatic transmission combined with cruise control. There was also the so-called visibility group, consisting of a rear window wiper and second exterior mirror, air conditioning, an electrically operated sunroof, leather upholstery and the 'convenience pack', which in those days consisted of electrically operated door windows and central locking. The price difference between the two Fuego variants was considerable. In the 1983 model year, the Fuego 1.6 was priced at $8,695 USD, while the Turbo did cost $11,095 USD.
Photo: The larger bumpers and the specific striping give the american Fuego a different look.
The Fuego did not receive Renault's full attention in America for very long, as production of the Alliance in Kenosha, the American Renault 9, started in 1982. However, this did not mean that Renault left the Fuego to its fate. The American version also evolved along with the changes in Europe. For example, in model year 1985 only one Fuego was available, not a 1.6 litre or Turbo, but a 2.2 litre. The engine from the Renault 20 TX which produced a more attractive torque and made the offer of two 1.6 litre engines redundant.
Photo: A power sunroof was also offered as an option in America.
In addition, the latest edition of the Fuego, at $9,295 USD, did not cost that much more than the first version with its much lighter engine. Still, the Fuego was not very promising for Renault in America. Half of the annual sales of about 35,000 units in 1982 and 1983 consisted of the Le Car, while the rest was divided between the 18i (sedan and Wagon) and the Fuego. From 1984 onwards, the sales figures dropped considerably, which made Renault decide to stop exporting models produced in France in mid-1986, but the Fuego had already been withdrawn a year earlier. By the way, the Medaillon, the American Renault 21, was made in Europe again.
En détail...
Renault Fuego Turbo USA
Engine:
Type A5L D750, 4 cylinder in line, displacement 1,565 cc, bore x stroke 77 x 84 mm, compression ratio 8:1, iInjection Bosch L-Jetronic, power (DIN) 107 hp at 5,500 tr/min, torque (DIN) 199 Nm at 3,000 tr/min.
Transmission:
Type NG3, 5-speed manual transmission, gear ratios 1st - 4.091, 2nd - 2.176, 3rd - 1.409, 4th - 1.030, 5th - 0.860, reverse - 3.550, final drive - 3.780
Suspension:
Front wheel suspension independent, coil springs, hydraulic shock absorbers, rear wheel suspension, steerable rear axle, coil springs, hydraulic shock absorbers. Front stabiliser bar (19 mm) and rear stabiliser bar (25.4 mm). Tyres Michelin TRX 185/65HR365, wheel size 135 x 365 mm, spare wheel 155 x 13 home base. Brakes, front ventilated discs, 238 mm diameter. Rear drum brakes, 228 mm diameter, drum width 40 mm. Parking brake on the rear wheels.
Overall dimensions:
Wheelbase 2,442 mm, length 4,540 mm, width 1,690 mm, height 1,283 mm, turning circle 10.70 metres (between pavements). Fuel tank capacity 56 litres, luggage volume 338.5 - 781 litres. Total weight 1,140 kg.
Performance:
Top speed 193 km/h, acceleration 0-100 km/h in 9.5 seconds