A Laguna Coupé ought to be both a rare and welcome sighting. But it doesn’t do to look too closely.
The Renault Laguna, especially in its third and final iteration was a popular car in Ireland. Not popular in Passat or Avensis terms, but sold in quite respectable numbers nonetheless, notwithstanding Irish motorists’ long-standing distrust of the larger offerings from our esteemed French neighbours.
This was all the more surprising really, given the frightful reputation its immediate predecessor earned over its lifespan – riddled as it was by electronic gremlins which cost the carmaker dear, both in market share and in warranty costs. But then, Renault’s Irish importers were (perhaps through grim necessity) somewhat generous when it came to sales incentives. Continue reading “Sighting and Seeing”
As affairs go, it was short-lived. We bid adieu to the Twingo – from these shores at least.
Barely pausing for breath following the announcement of a mid-life revision to their entry-level Twingo, Renault subsequently announced that the refreshed model will henceforth be withdrawn from these islands. Citing the intention to simplify their offer, a Renault spokesperson told Autocar this week that the carmaker will refocus upon a new range of models and drivetrains over the coming year as part of Renault’s Drive The Future plan, which will include a new iteration of the top-selling Clio model.
But for all of its unquestionable sales success, it’s probably fair to say that the B-sector Clio has not truly entered the emotional consciousness of the buying public. A thoroughly competent and attractive proposition by all accounts, but a car which has evolved in such a manner that it is neither as compact, nimble, nor sufficiently easy to Continue reading “Such a Little Tear”
In a week where we’ve been subjected to further SUV-related atrocities, we seek comfort in a UK debutante from Romania.
This week’s new offerings from Ingolstadt and the Petuelring are both in their way equally disgusting, each vying with one another to out-pummel and preen, their decadence only matched by a barrenness of spirit as depthless as it is vain. But confronted by a seemingly unending series of vulgar behemoths to emerge from their rocking cradles to slouch towards Bethlehem, where is the hapless commentator to turn?
Is ‘the ceremony of innocence’ drowned or merely drowning? Do we, horrifying as it seems, by mere mention of these heaving monstrosities in some way dignify them? It’s an appalling thought so let us therefore turn our horrified gaze away and Continue reading “Second Coming”
Patrick Le Quément’s legacy of highly convincing, but unrealised Renault concepts begins here…
Renault seem to have been making attempts to crack the luxury car market for decades now. During the 1970’s they offered us the R30 hatchback – a kind of updated R16 with a V6 engine and luxury trim. It wasn’t a bad car – in fact contemporary reports suggest it was rather good. But success eluded it – although the smaller-engined R20 model sharing an identical bodyshell can’t have aided matters.
During the 1980’s Renault tried again with the more attractive looking Robert Opron-inspired R25. They got around the issue this time by offering the same model with a range of engines and while the car proved moderately successful outside of its home market, it too failed to make serious inroads upon rivals like the contemporary Audi 100 and Ford Scorpio.
During 1987, with Opron (and consultant, Marcello Gandini) gone, Renault appointed Partick Le Quément as Vice President of Corporate Design with a remit to shake up Renault’s styling and by dint, its position in the market. Le Quément got to work and one of the first fruits of this new regime was shown at the 1988 Paris Motor Show. The Megane concept was a three volume saloon with a drag coefficient of 0.21; Renault describing the Megane’s appearance as “plump yet not appearing so, a completely new form.” (Note the complete absence of the word ‘sporty’ – although one has to admit, ‘plump’ wouldn’t have been my choice of words)
Its huge sliding doors revealed an interior that resembled that of a private jet, the Megane in some ways anticipating the later Avantime in providing exceptional comfort for four occupants – Le Quément calling it “a supercar for living.” Some of the more outré features such as the two luggage compartments and its ability to switch from a three volume to a hatchback by sliding its frameless rear window aft were somewhat far fetched show car frippery, but there was within this concept, the bones of a convincing big Renault for the 1990’s – one that could have given the Citroën XM a bit of a fright. So how on earth they went from this to the 1992 Safrane is anyone’s guess. One can only assume it was an argument Le Quément lost to more risk-averse minds.
Certainly, it was one that served Renault poorly, given the Safrane’s lack of sales success and Renault’s continued inability to wrest even a decent proportion of their German rival’s market. The Safrane’s lack of appeal saw Renault’s share of the mainstream luxury car market shrink to levels that were frankly unsustainable by the time it was eventually replaced by the Avantime and Vel Satis. A matter that should be borne in mind when considering their eventual fate.
The Megane concept therefore marks the beginning of a generation of avant garde Renault concepts – visions of what would become an impossible future.
Further musings on Renault’s recent design history can be read here and here
Créateur d’Automobiles: that’s how Renault styled themselves for a while.And indeed some of the concept cars have been very good. But, we can’t help noticing a gap between the promise and reality.
Just before the turn of the 21st century, Renault had successfully re-invented itself as a maker of one-box or ‘monospace’ cars of various sizes, from the Espace that started it all in 1984 to the Scenic of 1995, through Patrick Le Quement’s masterpiece: the Twingo Mark I of 1992.