| Renault 19 | |
| Aka: | Renault Energy (Colombia, Venezuela) |
| Manufacturer: | Renault |
| Body Style: | 3/5-door hatchback 4-door saloon ("Chamade") 2-door convertible |
| Layout: | FF layout |
| Class: | Small family car (C) |
| Wheelbase: | 25401NaN1 |
| Length: | Hatchback: 41561NaN1 Chamade: 42481NaN1 |
| Width: | 16941NaN1 |
| Height: | 14121NaN1 |
| Weight: | 886- |
| Predecessor: | Renault 9 / Renault 11 |
| Successor: | Renault Mégane |
| Designer: | Giorgetto Giugiaro at Italdesign |
| Related: | Renault Mégane I |
The Renault 19 is a small family car that was produced by the French car manufacturer Renault between 1988 and 1996. In Turkey and in Argentina, production continued until 2000. The internal development code for the 19 was X53, with the five door receiving the B53 chassis code, the three door being the C53, the Chamade the L53, and the Cabriolet the D53.[1]
The R19 was presented in June 1988,[2] with sales in the domestic French market beginning in September 1988.[3] It was the replacement for the 9 and 11, both of which were ageing and outdated by the end of the 1980s. The R19 went on sale in right hand drive form for the British market in February 1989.
The R19 was styled by Giorgetto Giugiaro, featuring Renault's new E-type (or "Energy") 1.4 L engine and F type 1.7 L versions. Base models originally used the OHV C-type Cléon 1.2 and 1.4 L engines, depending on the market. While originally only available with an atmospheric diesel engine, a turbocharged version appeared in the beginning of 1992.[4]
Intended to be Renault's last numeric named car, the 19 ushered in a new naming policy, with the saloon versions of the 19 being known as the 19 Chamade, to distinguish them from the hatchbacks. The saloon version was launched in 1989.[2] In many markets, the Chamade badge was dropped following the facelift of 1992, with some replacing it with the "Europa" tag. The 19 Chamade customers were more often men, more often married and more rural and older than R19 hatchback buyers.[5]
In 1991, a convertible bodystyle built by Karmann was first shown; only a small number of these were built with the Phase I design as it was facelifted shortly thereafter. The convertible version went on sale in the beginning of 1992; it was only available with the two most powerful engine options.[6] Although the R19's exterior design (which was relatively conservative, like that of the Renault 9/11) received a muted response, it was praised for its interior comfort and handling.
For the fuel injected top versions, a four-speed automatic transmission became available in the fall of 1990. Lesser versions still made do with four- or five-speed manuals, or a three-speed automatic.[2]
In the summer of 1992, a revamped model was introduced with a substantially restyled front and rear, while LHD market versions received a new dashboard and interior — RHD models retained the original design.
With the facelift, smaller "Energy" series units gradually replaced the old pushrod items, and 1.8 litre engines appeared at the top of the lineup, where they replaced the more powerful 1.7 units (the F3N).[7] The R19 was sold in most of Europe until 1996, and was produced for some South American markets in Argentina until 2000 and for the Andean markets in Colombia until 2001.Turkish production lasted a little longer than in the rest of Europe, also until the year 2000. The R19's platform and running gear would continue to be used in its replacement, the first generation Renault Mégane, which lasted for seven years.
The Renault 19 was awarded the 1989 Car of the Year in Spain and Germany, 1990 Car of the Year in Ireland, and 1993 Car of the Year in Argentina. It was sold in limited numbers in Japan through the Yanase Import Dealerships. The name "Chamade" wasn't used on Japanese-market saloons because it was too similar to the Daihatsu Charade, so these were called "Europa" instead. San Fu Motors in Taiwan began building two versions of the R19 locally in early 1990, aiming for a monthly output of 1,000 cars.[8]
The R19 did well in Germany, a market French carmakers always had a hard time cracking. It was the best selling imported car in West Germany in 1990 and then in re-united Germany from 1991 to 1994.[9] [10] [11] [12] [13] [14] [15]
The Renault 19 16S (16V in some countries) was first shown towards the very end of 1988.[16] It was only actually added to the lineup in the autumn of 1990,[2] and was the only Renault 19 with a 16 valve engine. It had a distinctive air inlet on the bonnet (this did not appear on the earliest models), a rear spoiler, 15 inch Speedline SL401 alloy wheels, side skirts, twin headlamps, Recaro bucket seats with optional leather trim, four in one exhaust manifold and Bendix ABS braking system with optional trip computer, aircon and electric sunroof. The "S" is for Soupapes, French for valves.
Its rev happy F7P engine, which, along with the advanced Renix ECU, made it faster and more fuel efficient compared to most competitors. The braking system was upgraded to include 2591NaN1 vented discs on the front and 2371NaN1 discs on the rear as well as an uprated lower suspension setup and front strut bar. Period tests praised the car's handling on curvy roads but criticized its high speed stability and noise levels, in part due to very low gearing.[17]
Phase 1 editions benefited from unique front and rear bumpers with front indicators relocated into the bumpers to allow for the twin headlamps, while the Phase 2 retained the original bumpers found throughout the range but added colour coded tops, rubber inserts, and a discreet lower splitter. All bodystyles were offered with the 16 valve engine at one time or another, but were not available in all markets.
The Phase 2 models gear ratios were also revised, to allow for the extra weight found in the safety equipment the later models carried. The last models (1995 to 1996) were called Executive and came with leather interior as standard.
Renault claimed an acceleration from 0 to 100km/h of 8.2 seconds for the non-catalysed version with 1400NaN0.[18] This engine was only available in the Phase 1 model. The catalysed model boasted 1370NaN0 and a top speed of 215km/h, and a claimed 0 to 100 km/h time of 8.9 seconds.
Renault Sport used the 19 in the British Touring Car Championship in 1993, driven by Alain Menu and Tim Harvey. The car proved uncompetitive except in wet conditions, and was replaced with the Laguna for the 1994 season.[19]
| Model | Engine | Displacement | Valvetrain | Fuel system | Max. power at rpm | Max. torque at rpm | Top speed | Years | |
|---|---|---|---|---|---|---|---|---|---|
| Petrol engines | |||||||||
| 1.2 | C1G | 1237 cc | OHV 8v | Carburettor | 55NaN at 5000 rpm | 90NaN at 3000 rpm | 1550NaN0 | 1988–1990 | |
| 1.2e | E7F | 1171 cc | SOHC 8v | Single point fuel injection | 58NaN at 6000 rpm | 85NaN at 4000 rpm | 1550NaN0 | 1992–1995 | |
| 1.4 | C1J | 1397 cc | OHV 8v | Carburettor | 60NaN at 5250 rpm | 101NaN at 2750 rpm | 1988–1989 | ||
| 1.4 | C3J | 1390 cc | OHV 8v | Single point fuel injection | 58NaN at 4750 rpm | 100NaN at 3000 rpm | 1610NaN0 | 1989–1995 | |
| 1.4 | E6J | 1390 cc | SOHC 8v | Carburettor | 80NaN at 5750 rpm | 108NaN at 2750 rpm | 1760NaN0 | 1988–1992 | |
| 1.4 | E7J | 1390 cc | SOHC 8v | Single point fuel injection | 79NaN at 6000 rpm | 107NaN at 3500 rpm | 1730NaN0 | 1992–1995 | |
| 1.6 | C2L | 1565 cc | OHV 8v | Carburettor | 78NaN at 5000 rpm | 123NaN at 3500 rpm | 1992–2000 | ||
| 1.6 | C3L | 1565 cc | OHV 8v | Single point fuel injection | 75NaN at 5000 rpm | 133NaN at 5000 rpm | 1992–2000 | ||
| 1.7 | F2N | 1721 cc | SOHC 8v | Carburettor | 75NaN at 5000 rpm | 125NaN at 3250 rpm | 1988–1989 | ||
| 1.7 | F2N | 1721 cc | SOHC 8v | Carburettor | 92NaN at 5750 rpm | 138NaN at 3000 rpm | 1830NaN0 | 1988–1989 | |
| 1.7 | F3N | 1721 cc | SOHC 8v | Single point fuel injection | 73NaN at 5000 rpm | 127NaN at 2750 rpm | 1710NaN0 | 1989–1995 | |
| 1.7 | F3N | 1721 cc | SOHC 8v | Single point fuel injection | 90NaN at 5250 rpm | 1400NaN0 at 3000 rpm | 1850NaN0 | 1989–1992 | |
| 1.7 | F3N | 1721 cc | SOHC 8v | Multi point fuel injection | 107NaN at 5800 rpm | 151NaN at 4000 rpm | 1900NaN0 | 1990–1992 | |
| 1.8 | F3P | 1794 cc | SOHC 8v | Single point fuel injection | 88NaN at 5750 rpm | 142NaN at 2750 rpm | 1810NaN0 | 1992–1994 | |
| F3P | 1783 cc | 90NaN at 5750 rpm | 144NaN at 2750 rpm | 1810NaN0 | 1994–1997 | ||||
| F3P | 1794 cc | Multi point fuel injection | 109NaN at 5500 rpm | 1600NaN0 at 4250 rpm | 1950NaN0 | 1992–1994 | |||
| F3P | 1783 cc | 107NaN at 5500 rpm | 158NaN at 4250 rpm | 1950NaN0 | 1994–1997 | ||||
| 1.8 16S | F7P | 1764 cc | DOHC 16v | 140NaN at 6500 rpm | 165NaN at 4250 rpm | 2150NaN0 | 1990–1992 | ||
| 137NaN at 6500 rpm | 158NaN at 4250 rpm | 2120NaN0 | 1990–1997 | ||||||
| Diesel engines | |||||||||
| 1.9 d | F8Q | 1870 cc | SOHC 8v | Indirect injection | 64NaN at 4500 rpm | 118NaN at 2250 rpm | 1610NaN0 | 1988–1995 | |
| 1.9 dT | F8Q | 1870 cc | SOHC 8v | Indirect injection | 90NaN at 4250 rpm | 175NaN at 2250 rpm | 1830NaN0 | 1990–1995 | |