For Renault, the Dauphine was a hit on the US market in the late 1950s. And the motor manufacturer was eager to make a comeback in the 1970s when they acquired a substantial share in American Motors/Jeep. An American version of the R9, the Alliance, was the first Renault model to be built for the US. The plan was to continue to develop the model range, but 1987 spelled a sudden end to the American adventure. Renault left the brand-new Premier, developed both in Detroit as in Billancourt at the same time, to its new owner: Chrysler.
The penniless American Motors Corporation (AMC), which also owned the attractive Jeep at the time, was looking for a partner by the end of the 1970s. This was when Renault jumped to the opportunity. Within a few years time Renault’s stake grew. Their chief designer Robert Opron was even sent to Detroit with the idea to eventually set up a design studio, modelled to the French one, in New York. After several cars that had been imported from France - the 5 (LeCar), the 18i and the Fuego - the time had come for a car that specifically aimed at American buyers. This whole new series of cars started with the Alliance, which was an Americanized version of the Renault 9. Next up was the 11, now named Encore and followed by the 21 in 1986 that was marketed as the Medallion.
At the time, the American market was concentrated around mid-size and full-size saloons. If Renault, in their corporation with American Motors, wanted to be successful they had to come up with a competitive model in this specific segment of the market. It was against this background that the X58 project was started, although it wasn’t exactly a clean sheet of paper for the design department. The big saloon, developed with the specific US market in mind, was based on the Renault 21’s chassis. Apart from a divergent wheelbase, the suspension of the 21 was taken over almost unchanged. Giugiaro was commissioned for the styling of both the exterior as the interior of the car. His proposal for a four-door saloon body was only adjusted mildly, thankfully using the expertise that American Motors had in this field.
The arrangement of the interior was considered too European and in both Billancourt as in Detroit the designers made amendments. They were asked to make use of as many existing parts as could be possible, without turning it too obvious into a European developed car. For that particular reason there were not many similarities with Renault’s models that dated back to the mid-1980s. The door handles, however, were similar to those of the Renault 21 and 25, but that was it. Still, under the car’s skin many more components used were identical. The wiring, for example, was taken over directly from the 21, while the locks were the standard Neiman items, including its remote control unit. Various model variants were tested although the 2.5-litre V6 turbo version with manual gearbox didn’t even make it to the prototype stage.
But in June 1987, the 4.9 metres long four-door saloon was finished: the Renault Premier was a fact. In Bramalea, Canada, Renault and AMC together realized a new plant, built from the ground up. They had just started work on a pre-production run of 200 cars there, when the North-American motoring press came over for a launch event. They were pleased with all the efforts done, but didn’t believe the Premier to be outstanding. What was even more shocking: the new four-door saloon never made it to the showrooms as a Renault. The French company was in dire straits at the time and president director Levy decided to pull the plug from the American adventure. AMC/Jeep and the new Premier project were sold to Chrysler, including the new state-of-the-art Canadian plant. Eventually, in late 1987, the Premier made it to the showrooms under a new name: Eagle.
There were three different variants planned for Renault’s press launch. The base version was to become the DL, with a 2.5-litre four-cylinder engine sourced from the Jeep Wrangler and mated to a five-speed manual gearbox. But Eagle decided to cancel this version. However, the new American marque did come up with a four-cylinder version with the Renault AR4 four-speed automatic gearbox. In LX trim level the car came with wheel covers, part-colour coded bumpers and body trim on its sides. Most luxurious version came in the shape of the ES trim level with alloy wheels, dark grey bumpers and body trim plus a V6 engine as a standard. This was the well-known PRV powerhouse, built in Douvrin, France. Having sold the Premier project to Chrysler, Renault negotiated that throughout the Premier’s lifespan they would sell 260,000 of these engines to Chrysler. They even came up with a clause to fine them for every engine not being taken. The V6’s maximum capacity was 2.8 litres in Europe, but for the Premier a 3-litre version was developed. It had a power output of 150hp and this version of the PRV-engine was mated to a four-speed automatic gearbox. Not Renault’s AR4 but one from the German ZF.
It was this particular version of the Premier that was praised by American journalists. The engine delivered plenty of power and was silent, too. Remarkable was also that the Premier’s exterior classed it as a mid-size model for American standards, while the interior was considered to be full-size in all aspects. The car’s dashboard was wide, and there were certainly parallels to that of the Renault 25, if only it was for the ashtray with its lighter. AMC added cup holders to it. The gearlever for the automatic ‘box was mounted on the steering column, typical for an American car. All journalists seemed to fall for the unusual switch for the indicator lights. ‘Typical for Renault’, they wrote in all of their articles. This while not a single Renault model was ever equipped with it.
Customers could opt for a wide number of extras. There were alloy wheels of a different type, a luggage rack with added spoiler for the boot, leather upholstery, electrically operated door windows, automatic safety belts and a factory audio system with equalizer. Initially things seemed to go well for the Premier, but after 1988 sales rapidly dwindled. The announced coupe version (named Allure) and an estate version never made it. In 1990 the Premier also made it to the market as the Dodge Monaco, but it was all to no avail. Even a modest facelift to lift sales for the last two model years didn’t help much. In 1992 production was discontinued. By that time some 140,000 Premiers had been made.
By this time the Eagle Premier is a car that you hardly ever see on American roads anymore. Parts are available through the internet and they are usually offered at very low prices, making it for Premier owners cheap to keep their cars on the road. Most mechanicals components such as engine and suspension parts are still available through Renault service.
All of the car’s documentation that became available right after its launch turns out to have been developed by Renault. The brochure fits in with the design of the Renault Medallion. Not a single marque name is mentioned in the instruction booklet, while the workshop manuals have been made following Renault’s system and even depict several Renault models. A few Premier drawings appear with Renault logos on them. The very last publication of the parts book, dated 1992, even lists the Renault keys.
In detail...
Renault Premier (X58)
1987
Dimensions
Wheelbase 2.680 mm, overhang front 1,065 mm, overhang rear 1,149 mm, length 4,894 mm, tread front 1,477 mm, tread rear 1,450 mm, width 1,773 mm, heigth 1,419 mm.
Interior
Headroom front 979 mm, headroom rear 952 mm, legroom front 1,111 mm, legroom rear 1,000 mm, shoulder room front 1,469 mm, schoulder room rear 1,444 mm, cargo volume 460 litre, interior volume 3.0 m3
Powertrain
Engine: type 4 cylinder in line OHV (V6 90 degree SOHC), displacement 2.460 cc (2.970 cc), bore & stroke 98 x 81 mm (93 x 73 mm), compression ratio 9,2:1 (9,3:1), Bendix central single-point injection (Multi Point Bendix).
Transmission
Type AR4* (ZF 4HP18**), 4-speed automatic, 1st 2.71:1 (2.58:1), 2nd 1.55:1 (1.41:1), 3rd 1.00:1 (1.00:1), 4th 0.68:1 (0.74:1), reverse 2.11:1 (2.88:1) final drive 3.85:1 (3.59:1)
* Only on 4 cylinder engine
** Only on V6
Tires
Standard radial, P195/70R14 (BSW), option radial, P195/70R14 (WSW), standard (ES) radial, P205/70HR14 (BSW), wheel size 14 x 5,5-inch (steal); 14 x 6-inch (aluminum), spare tire mini spare
Brakes
Front ventilated disk type, diameter 265 mm/170 mm, 22 mm thick, rear drum type, dimensions 225 x 38 mm, foot operated park brake
Front suspension
McPherson type, inclined coil spring, stabilizer bar 26 mm (28 mm for ES)
Rear suspension
Independent, trailing arm, 4 transverse torsion bars (Ø 26 mm)
Weight
Bas curb 1,298kgs (1,329kgs), gross vehicle weight 1,867kgs (1,898kgs), fuel capacity 64 liter