Renault 9 |
|Other names||Alliance, Encore, Gala|
|Factories|| France |
|Time course||1981 - 2016 (Africa)|
|Car bodies|| Sedan 4-door |
Hatchback 3 and 5-door
Convertible 2-door and 2-door sedan ( United States )
|Setting||Front transverse engine, front wheel drive.|
|Dimensions|| 3973 mm / 1660 mm |
1410 mm / 2483 mm (Renault 9)
4063 mm / 1650 mm
1425 mm / 2483 mm
|Weight||960 kg (Renault 9) / 974 kg (Renault 11).|
|Related|| Renault Clio |
|Similar|| Fiat Regata |
The Renault 9 and Renault 11 were few models of cars of the C segment produced by the French manufacturer Renault . They were marketed after the end of the agreement with the Groupe PSA from which the Renault 14 had emerged, which used original Peugeot mechanics that were mounted transversely unlike the rest of the Renault range that still mounted the engines longitudinally. After the experience of the 14, the Renault 9 was the first Renault to mount a Renault engine - specifically the old " Cléon-Fonte engine " of Renault 8 origin.- crosswise. As for the suspensions, it maintained the Renault tradition of using torsion bars instead of springs in the rear axle. The R9 was a 4-door sedan that was launched on the market in 1981 and the R11, a 3-door and 5-door hatchback body , began sales in 1983. The Renault 9 was named Car of the Year in Europe in 1982. [ 1 ]
Both the R9 and the R11 were manufactured in Europe until 1989, when its successor, the Renault 19 , had already been introduced . It was also manufactured in Argentina , but here production began with the R11 first (in 1984) and then, from 1987, the R9, which would remain in the catalog until 1996 (The R11 had abandoned it in 1994, already with the R19 well positioned ). For its part, in Colombia it began in 1983 with the production of the R9 and was maintained until 1999.
Also the R9 and R11 were manufactured in Turkey until 1996.
In Venezuela the R9 was named Renault Gala , while the R11 retained its original name.
Renault 9 and Renault 11 are important models for the Renault brand; since they inaugurate a new technical base that is used in many models. In fact, the chassis is reused for the Renault 19, Megane 1 and Scenic 1 and serves as the basis for the Super 5, Express, Clio1, Clio 2, Kangoo 1 and Twingo 2.
The Renault 9 and Renault 11 are the first vehicles to use a Renault engine in transverse position, which will lead to JB gearboxes that still equip the Twingo 2.
The F engine , which appeared in the Renault 9 and Renault 11, also equips the Megane 3 as for example with the F4Rt in the Megane 3RS. (The Renault 14 was the first Renault with a transverse mounted engine, but with a chassis derived from the Peugeot 104. Its X engine was manufactured by the Sociedad Française de Mécanique common to Peugeot and Renault. It was also used in the Peugeot and Talbot models. and Citroën.)
These vehicles will have an international track record with the Renault Alliance (the name given to the Renault 9 in the United States) and the Renault Encore (the American version of the Renault 11). The Renault Alliance got a good review from Car and Drive magazine. It was part of the ten best cars of the year 1983 and reached the title of "Car of the year" awarded by the magazine "Motor Trend". [ 2 ]
The breakdown of relations with the Groupe PSA resulted in the disappearance of the Renault 14 and consequently the development of this model, which would occupy the same place in the market.
The new L42 project , directed by Christian Martin, includes the austerity criteria that, as a consequence of the wars in the Middle East and the awareness of oil shortages, brought about the 1973 crisis. The body design was carried out by Robert Opron, which had just joined the style center from Citroën, where it had left several renowned products, including the famous Citroën GS . The reduction in consumption was notable and systems were applied in its design that facilitated the replacement of elements in repairs while reducing assembly times in their manufacture. The advancement of plastic elements to the detriment of metallic elements becomes more evident.
Inside, the front seats had an original restraint system as they were mounted to the ground on a single single-guide central foot. The rear passengers thus had greater comfort by being able to place their feet without the hassle of encountering the double anchors of traditional seats.
Regarding the mechanics, the Sierra-type engine used until then in the Renault 12 was used , although now located in a transverse position (as in the Renault Supercinco ). The traction was front and a 4-speed box was offered in the most economical versions, 5-speed in the most equipped and even a differentiated version with a three-speed automatic gearbox.
The 9/11 range was presented with 1108 cc and 1397 cc engines. Both gasoline and Sierra type. The offer was completed with a diesel version and a Turbo version based on the 1.4 engine. Towards the end of its career, it receives a brand new 1.7-liter engine.
With the Turbo version in both vehicles (1984), Renault reconnects with the tradition interrupted a few years of the Gordini, high-performance and sporty cars made on the mechanical basis and the bodywork of a widely used family car.
The tradition had been interrupted with the disappearance of the R-12 Gordini, since the replacement offered by the Regie, the R-5 Alpine, already had other characteristics, starting with its size, its design, the base platform and even the name. .
The R-9 and R-11 Turbo did not revive the prestigious name of the Gordini, but were aimed at identifying with a very characteristic element in motor racing at the highest level: the Turbo. [ 3 ]
The Renault 9/11 range was in production for over seven years (in Europe), with great success not only there, but also in Argentina , Colombia (which produced the R9, with more than 115,000 units between 1983 and 1999), Mexico (where it was awarded "car of the year" in 1985) and Turkey .
In 1987, the 9/11 range is restyled with changes in appearance such as the unification of the front of both models. These aesthetic changes gave rise to the so-called "Phase II".
In 1988, the replacement for the 9/11 range was presented: the Renault 19 , with two and three-section bodies and engines from 60 hp to 140 hp. With the appearance of the R19, the 9/11 range came to an end, which happened in 1989 with more than 900,000 units manufactured worldwide.
|Type of motor||L4 8v, carburetion||L4 8v, double body carburetion||L4 8v, carburetion, turbo||L4 8v, diesel|
|Bore x stroke||65.0 mm x 70.0 mm||73.0 mm x 71.5 mm||73.0 mm x 76.0 mm||81.0 mm x 83.5 mm||73.0 mm x 76.0 mm||78.0 mm x 83.5 mm|
|Displacement||1108 cm³||1237 cm³||1397 cm³||1721 cm³||1397 cm³||1595 cm³|
|Compression ratio||9.2: 1||8.0: 1||22.5: 1|
|Maximum power: CV (kW) @ rpm||48 CV (36 kW) @ 5250||55 CV (41 kW) @ 5250||60 CV (45 kW) @ 5250||68 CV (51 kW) @ 5250||72 CV (54 kW) @ 5800||82 CV (61 kW) @ 5000||90 CV (67 kW) @ 5500||105 CV (78 kW) @ 5500||115 CV (86 kW) @ 5750||65 CV (41 kW) @ 5200|
|Maximum torque: Nm @ rpm||80 Nm @ 2500||88 Nm @ 3000||102 Nm @ 3000||109 Nm @ 3000||106 Nm @ 3500||135 Nm @ 3250||138 Nm @ 3000||162 Nm @ 2500||165 Nm @ 3000||100 Nm @ 2250|
|Transmission||Manual, 4 speed||Manual, 5-speed, 4-speed / Automatic, 3-speed||Manual, 5 speed|
|Weight||815 Kg||870 Kg||855 Kg||860 Kg||895 Kg||900 Kg||895 Kg||910 Kg||905 Kg||920 Kg|
|Acceleration 0–100 km / h||21.6 s||16.0 s||15.7 s||13.1 s||13.0 s||-||10.7 s||9.0 s||8.5 s||16.0 s|
|Maximum speed||140 km/h||146 km/h||155 km/h||160 km/h||161 km/h||170 km/h||177 km/h||184 km/h||190 km/h||146 km/h|
|Combined consumption (L / 100 km)||6.7||6.6||6.9||7.7||7.5||-||8.0||6.1|
Renault 9/11 in Spain
In Spain, the Renault 9 was manufactured at the Renault factory in Palencia from 1982 to 1989 after 245,549 units had been manufactured. 194,628 of them were sold in Spain during the eight years it was on the market. The 9/11 range was initially presented in two versions, GTL and TSE, to which the GTD version (which incorporated a diesel engine) was later added. The GTL and TSE versions are equipped with the 1.4-liter Cléon-Fonte engine with 60 hp (DIN) for the first and 72 hp (DIN) for the second. This difference in power was achieved with the incorporation of a double-body carburettor, which together with a greater crossover of its camshaft provided the 12 additional CV of the TSE version.
A five-speed gearbox, standard on the TSE and optional on the GTL, provided ride comfort, suited to the tight engine performance, sufficient for the needs of the time. The incorporation of the rev counter , the front electric windows and the central locking of the doors was a differentiator between the two options. The different upholstery fabrics also justified the price difference between the two versions. The air conditioning option was offered in the TSE variant manufactured in Spain.
Production at FASA-Renault also includes the R-11 Turbo, allowing the Spanish buyer a high-performance vehicle at a much more competitive price level than the rest of its rivals- (Peugeot 205 GTI, Escort XR3I, Golf GTI, Kadett GTE, etc) all of them import.
Renault 9/11 in America
Renault 9/11 in Argentina
In Argentina, production of the 9/11 range began with the R-11 in October 1984 and then, in 1987, with the R-9. Both were produced at the Renault Argentina plant located in Santa Isabel, Córdoba .
The R-11 was the first car in the B (or medium) segment in Argentina and the first to offer a turbocharged version since 1986. The R-11 is also the continuation of a new course that the national industry was beginning to take. , already started in 1981 with the production of the Renault 18 and Renault Fuego . Thus, the R-11 (and later the R-9) would be located between these and the Renault 12 .
Mechanically, it was equipped with the 1,397 cc Cléon-Fonte engine with 60 hp (DIN) in the TL / GTL versions , 72 hp (DIN) in the TS and 95 hp (DIN) in the Turbo version . In this way, with the same power plant, 3 power levels were offered and the R-11 became the first Argentine-made car equipped with a turbocharger. A curiosity of the Argentine R-11 line is that all versions were 5-door.
As for its equipment, it was very complete, even comparable with vehicles of the upper segment.
The full versions, which corresponded to the TS , TSE (later TXE ) and Turbo models included electric windows in the front doors, central locking (later with remote control), lap counter, audible alarm for forgetting lights on, rear window thermal (all versions, including the TL), rear window wiper, digital clock, AM / FM radio with cassette, air conditioning (optional at first, then standard) and next to it the tinted windows, alloy wheels (Turbo version and TSE), front fog lights (Turbo and TSE version) and the power steering (exclusive to the TSE / TXE version).
The sporty and high-performance version corresponded to the R-11 Turbo equipped with the same 1.4 engine but with the addition of a Garrett T2 turbocharger that increased power to 95 hp and thus reached 175Km / h. Of course all mechanical / suspension / brake / steering elements of the "conventional" R-11 were adapted to handle the increased power. Outwardly, it is distinguishable by the thicker bar grille, the fog-breaker bib, the alloy wheels and the "Turbo" markings on both sides. Also, it is lower.
At the other end of the range, the basic R-11s were identified as TL (with 4-speed gearbox) and GTL appeared in 1985, with the same 60hp engine but with a 5-speed gearbox.
A common problem in the R9 / 11 is that the plastic material with which the board is made (torpedo or board) degrades rapidly in the sun's rays, making it brittle, mainly on the right side, above the glove box. The replacement for this piece was a GRP replica with the same color and texture, manufactured in Rosario, Santa Fe Province, and which was quickly adopted by users as the replacement par excellence.
In 1987, the most important novelty of the 9/11 range was presented and it was the appearance of the R-9 in TS and TSE versions. Shortly after, the new 1.6 (1565cc) engine, recently presented in the R-18 GTS, makes its debut in the 9/11 range, and which would go on to equip the TXE versions of both the R-11 and the R-9, replacing to the TSE .
As of 1990, the so-called Phase II is presented . With it, the entire 9/11 range is now equipped with the 1.6 engine and the restyling applied to the range in Europe a few years earlier is adopted. Now, in addition to having the same interior, they also share the same front. As for the Turbo version, 1990 will be discontinued.
Initial version: GTL
Full version: TS and TXE (the latter with Assisted Steering).
In 1994 the versions offered were rearranged (unifying it with that of the R-19) leaving:
Initial version: RL
Full version: RN
In 1994 the R-11 stopped being produced, after 10 years of production (the last one was sold in 1995) and with more than 79,000 units produced. For its part, the R-9 was maintained until 1997 and totaling more than 140,000 units, also in 10 years of production.
Both the R-11 and the R-9 were succeeded by the Renault 19 , which was already manufactured in Córdoba since 1993 (until 2001) and followed from 1998 by the Renault Mégane (until 2008). The chain continues with the arrival of the Renault Fluence since 2010 and the Megane III, although the latter is imported.
It is noteworthy that in its last years in production, sharing the market with the Renault 19 , the versions were limited to the RL and some remnants of the RN although with the same upholstery as the RL. In the end, only the RL would be left with optional air conditioning and upholstery so basic that the door panels would leave parts of sheet metal visible and the material of them was light gray plastic. The main purpose of these last units present since 1995 was that of rental cars / taxis due to their relatively low maintenance cost (partly thanks to the 1.6 Cleon Fonte engine ), low cost of sale 0km related to a basic level of equipment and finish.
It was only when in 1997 Renault launched the final version - since the Renault Megane was on sale - and the basic version of the Renault 19called RE, discontinuing the RN and RTi, which definitively ceased the production of R9. This replacement (R19) also happened to occupy a place in the market of the economy cars since it had lost most of its equipment limiting itself only to air conditioning and in the diesel power steering both as optional. Also to reduce costs, the R19 naphta would only equip the 1.6 Cleon Fonte engine and its level of completion / equipment would be affected with, for example, interior door panels in basic textile and instruments without engine rev counter, it lacked glove box light, clock, wheels alloy and even paint on the bumpers in tune with the bodywork among others (lost the rear headrests, height adjustment of the front seat belts, only two lateral abdominal-static type belts would remain behind, etc.). This version (RE) was marketed until the end of the year 2000 when theRenault Clio II saloon that despite being from a lower segment (B) occupied in its different versions, the space left by the Renault 19 RE.
Renault 9/11 in Colombia
The Renault 9 was launched in September 1983, as part of the renewal of the range that was being done at that time, and it was a revolutionary model at the time. The first version of the R9 to be launched was the GTL, with a " Cléon-Fonte " engine."C1J with 60 horsepower and 1300 cc (the same as the Renault 18 with a less" efficient "camshaft, since when mounted with the same lift, it was faster than the 18 due to its lower weight, something unacceptable for the order of the range) with a transverse arrangement and with electronic ignition, an element never before seen in a car assembled in Colombia. This model was preceded by great international recognition, as it had been chosen as the car of the year 1982 by specialized media in Europe and the United States.
The main commercial objective of the R9 at its launch was to compete with the then new Mazda 323, which was beginning to be assembled in Colombia by the CCA and had the greatest advances of the time. Although with a starting price of $ 1,200,000 pesos while the Mazda 323 did not cost more than a million, it was well received by loyal buyers of the brand. Mazda's catchphrase was "The Japanese Challenge", which is why the R9 was said to be the French answer to that challenge.
In 1984 the GTL engine was changed to 1,400 cc, a taxi version was launched (a market in which it moved very well, being present until 2000, with its respective evolutions), and in 1985 the GTS version was launched, this being the top of the R9 range. The GTS had a double front projector headlight (similar to the Renault 11 or the American Alliance), a double body carburetor, 1,400 cc, new body colors, a metallic paint option and a five-speed forward gearbox, and according to Motor magazine (edition December 1985) figured very well on the market due to the size of its cabin, and the aesthetic touch-up applied to its dash and front.
In 1987 the GTL and GTS that were on the market were discontinued and their new versions appeared under the name "Range 2", which corresponded to the redesign that had been applied to the R9 and R11 in Europe. Compared to the previous versions, the mechanics or equipment did not change, but in terms of aesthetics the change was total, with new body colors, a new fender design and a new front-end design. The Taxi also undergoes the changes of the "Range 2", it was renamed TL, it had a 1300 cc engine and no longer had electronic ignition, like the other versions. However, these versions only lasted one year on the market.
In 1988 the new TSE 1.3 and GTX 1.4 of * 62 and 68 HP respectively appeared, much more evolved in equipment than the previous versions, including the GTX electric front windows, radio pre-installation, sport leather steering wheel, and colored fenders. of the bodywork. Both versions featured newly designed trunk spoilers and cups, as well as dual-body carburettors. By that time the R9 was already the most popular family car in the country, and the best-selling Sofasa production car at the time.
- Taken from www.eltiempo.com and motor magazines
The C2L gasoline engine (Argentine development on the C2J in which the crankshaft was modified for one with a greater stroke and 1 mm more piston, caliber per stroke 77 X 84, the 1.4 was 76 X 77) of 1565 cc of displacement was introduced in 1989 and also used in the Renault 21 , and the Renault 19 . Starting in 1991, the entire 9/11 range adopted this engine as a replacement for the previous 1.4.
In 1989 the TXE was launched, the new top of the range for this 1,600 c engine. c * (1565 CC) 73 HP AND 12.5 kg / m of torque, equipped with front and rear headrests with armrests in the rear seat, rear view mirrors adjustable from inside the car, headlight height adjustment, electric windows and automatic central locking, infrared remote control for remote door opening, new front design with 4 headlights, digital clock, metallic paint option and radio cassette player. It was the most luxurious and best equipped version of the R9 in Colombia until that version and time.
- Motor Magazine El Tiempo Year 1989
Taking the R9 TXE as a base, Sofasa made in 1990 a special edition of 50 vehicles called Prestige with body wideners, leather seats, aluminum wheels, special radio, a unique night blue color and an identification monogram.
The TSE, GTX and TXE versions remained on the market until January 1992, when they disappeared and the new Brío, Super and Máximo versions arrived, with new body colors, new accessories and derivatives of the previous versions.
The Brío was the cheapest and simplest version of the R9 ever seen, with 1300 cc * 62 HP, 4 forward speeds (5 speeds since 1993) and the minimum in accessories. This version consolidated the Renault 9 as the family car par excellence in the country, and it was the one that produced the most copies: 18,301 units in 4 years, between 1992 and 96.
Motor Magazine El Tiempo Year 1992 June Edition Which Car to Buy
The Super had 1300 cc, the same horsepower as the Brío 5-speed forward, and came with cups on the wheels, electric front windows, radio pre-installation, trim and exterior trim, tachometer, rear spoiler, among others, and in 1994 it received together with the Máximo a new dashboard, which would equip all R9s since 1997.
The Maximo was the top of the range, with 1,600 cc 74 HP, 5 forward speeds, pre-installation of air conditioning, 4 headlights, Pioneer cassette player, dash with more complete instrumentation, rear spoiler, longer integral stops, colored fenders bodywork, central locking on the 4 doors and infrared remote control for locking and opening doors, among other accessories. It was the best and will be the best Renault 9 ever made in Colombia.
In 1995 the Brío was divided into two: the Brío RN and the Brío RT, and a new version appeared: the Óptimo, which came out for a short time between 1995 and 1996. A basic version like the Brío, only that it came equipped with a 1,600 engine. In short, Brío equipment and finishes with maximum motorization
The Brío RN was the same as the Brío marketed thus far, and the Brío RT was a bit more sophisticated, including a new, sleeker, sportier wheel design and retractable seat belts, as well as new body colors. The Optimum was a kind of Brío RT "with hormones", since the only difference with that version was the 1,600 cc engine. Of this latest version, only 153 units were made, between 1995 and 1996.
In June 1996 all these versions disappeared from the market and a new car marketing concept created by Sofasa and initially implemented in the R9 appeared: The Personnalité. This system consisted in that through software available at dealerships, the customer could choose the car to his liking, and with the accessories he wanted, thus adjusting his purchase to the budget available to him.
Thanks to this, there could be more than 250,000 different versions of the R9. The price fell mainly on the engine, which could be 1,300 or 1,600 cc. With the launch of this marketing system (implemented years later in the Twingo and Clio), the Renault 9 became the best-selling and most popular car of the year in 1996.
Until the Personnalité the same aesthetics of the 1987 range 2 had been maintained, but in April 1997 the latest and most important evolution of the Renault 9 appeared in Colombia: with CKD from the Renault plant in Bursa, Turkey; Sofasa launches the Personnalité 1.4i, with an Energy single-point electronic injection engine, 1400 cc and 80 horsepower, hydraulic steering, catalyst, and totally redesigned in aesthetics, internally and externally.
In terms of equipment, it had the same options from the Personnalité range, it was a huge success, as it came out at a very popular price, and was the rejuvenation of the most popular Renault model in Colombia. This redesign was also applied to the Taxi.
In May 1998 a limited series appeared alluding to the World Cup in France, called France 98, and for the purchase of one of these cars, tickets were delivered for a raffle that raffled a trip with all payment to the World Cup in France .
With this new version, the R9 took on new air that made it more popular by the end of the 90s, and allowed it to continue in the private market until June 1999, when it was replaced by Renault Energy (basic R19); and in the taxi market until the first half of 2000.
After 16 years, the R9 said goodbye to the domestic private market in June 1999; and in public service until 2001 without replacement, giving way to R19 Energy, which replaced it, and in the background, to Mégane, which replaced ordinary R19. Even so, in its last year 1,525 units of the R9 were sold and it was the fifth in the general sales ranking; and in total Sofasa produced around 115,000 units, which rolled and roll through Colombian streets and highways.
Renault Alliance / Still
Renault Alliance / Encore is the name given to the Renault 9/11 in North America (Canada, the United States and Mexico). It was produced by American Motors Company (AMC) in Kenosha, Wisconsin ( United States ) for the US and Canadian markets, and by Renault of Mexico for exclusive sale in that country.
United States / Canada
The Renault Alliance is a derivative of the Renault 9 produced and marketed in the United States and Canada by AMC between 1983 and 1987. Unlike the European model, the Alliance was available in 2 and 4 door sedan bodies, as well as a convertible that was introduced in 1985. In 1984 the Renault Encore is introduced, derived in this case from the Renault 11 . On the Alliance, AMC developed the sports version called the 1987 Renault GTA. A total of 623,573 units were produced in Kenosha, Wisconsin. These models were discontinued after Chrysler's purchase of AMC in 1987.
The Renault Alliance and Encore were conceived as a result of AMC's alliance with Renault in force since 1979, Renault acquired share control of AMC. The Alliance and Encore are the same Renault 9 and 11 redesigned to comply with regulations and to suit the tastes of motorists in the US and Canadian markets. Its exterior aesthetics were designed by Robert Opron, Renault Design Director. The interior design was the work of AMC designer Richard Teague, while the 2-door sedan and convertible bodies were developed by AMC, having no equivalent on the Renault 9 .
Renault manufactured in Mexico and marketed the Mexican model of the Renault Alliance (except the cabriolet) between 1984 and 1986, the year the factory was closed for various reasons.
In Mexico, in 1984 the Renault Alliance was launched in 2 and 4 doors in the basic and DL versions, both with a 1.4 L Cléon-Fonte engine, available in military green, metallic blue, white and beige. These last two colors for their low brightness to lower costs in contrast to metallic or red colors.
Because the Renault 9 obtained the title of "Car of the Year" in Europe in 1982, and its cousin-brother Alliance obtained the title of "Car of the Year" granted by the American magazine Motor Trend in 1983 the labeling begins in the rear medallion the legend "Renault Alliance, the car of the year" .
In 1985 in Mexico the Renault Encore was launched, with the 1.7L engine; The Alliance was now marketed in the "Alliance L" and "Alliance Limited" variants, while the Renault Encore was released to the Mexican market in two versions: "Encore Limited" and "Encore GTX", both only available as a 3-door hatchback. .
For the year 1986, these models received a new front design, while the "Encore Limited" would go on to be marketed in this year with a 5-door hatchback body.
In March 1986, and due to an internal crisis in Renault at a global level, in addition to endless problems with the Renault workers union at the Ciudad Sahagún plant , Renault decided to withdraw the commercialization of its cars from Mexico, this coupled with the Chrysler's purchase of the AMC company and that in Mexico had an impact on VAM .
Special series made from the project drawn up by the German tuning specialist, Zender. At its first appearance at the 1984 Paris Motor Show, the promising style where power and aggressiveness come together arouses strong enthusiasm from the public.
The exterior presentation of the R11 Zender is clearly distinguishable. Striking rear wing, body-colored side skirts and bumpers, 15 "" Zender "light alloy wheels with 195/50 VR 15 tires.
The mechanics that drive this version is the same as the R11 Turbo, that is, the C1J-L760 engine (1.4cc with 105 hp (DIN).
This special series made its appearance in 1985. It was built on the basis of the R11 TXE and features a new all-digital dashboard accompanied by the vocal feature announcement.
This liquid crystal dashboard digitally displays speed, revs, engine temperature and fuel level among other information and which is followed by vocal alert messages.
The Electronic version is distinguished externally by its gray color, 5-door bodywork and the “Electronic” emblems on the tailgate and front fenders. As for its mechanics, it is the same as the R11 TXE (1.4cc with 72CV (DIN)).
Version equipped with the F 1.7 (1,721 cc) 90 hp (DIN) engine. Very complete interior and equipment, similar to the TS version of Argentina, with the exception of the motorization. Exclusive design alloy wheels for this version.
It was only available in red and white colors and in a 3 or 5 door body.
- "Car of the Year in Europe 1982" . Caroftheyear.org (in English) . Archived from the original on February 21, 2015 . Retrieved April 19, 2011 .
- (en francés) What the Renault 9 and Renault 11 brought to the automobile? The legacy of the Renault 9 and Renault 11 Archivado el 24 de septiembre de 2016 in the Wayback Machine ., In http://www.r9-r11.com
- "Archived copy" . Archived from the original on April 26, 2009 . Retrieved March 25, 2011 .
- Wikimedia Commons hosts a multimedia category about Renault 9 .
- Wikimedia Commons hosts a multimedia category on Renault 11 .
- Renault 9 & 11 Club de France
- Renault Alliance AMC (in French)
- Renault Alliance Club Passion (French Association s. / Law 1.901) (in French)
- Yesterday's Test - Various links to the different tested versions of R-9 and R-11 .